DPR July 2021

Consultancy Services for Detailed Engineering &
Preparation of Detailed Project Report for Up-gradation

to Intermediate lane of State Road from Mawshynrut to
Hahim (Athiabari) road in the state of Meghalaya
DETAILED PROJECT REPORT (DPR)

VOLUME-I (MAIN VOLUME)
SEPTEMBER - 2020
L&W INFRASTRUCTURES PVT. LTD

L-206, 24, VEER SAVARKAR BLOCK,
SHAKARPUR, NEW DELHI-110092
i
Table of Contents Page i
Table of Contents
TABLE OF CONTENTS .......................................................................................................................................... I
0.0 EXECUTIVE SUMMARY .................................................................................................................................. 3
0.1 Introduction .......................................................................................................................................................................3
0.2 Socio – Economic Profile ....................................................................................................................................................3
0.3 Engineering Surveys & Investigations ................................................................................................................................3
0.4 Traffic Analysis & Demand Forecast ...................................................................................................................................4
0.5 Design Standards ...............................................................................................................................................................5
0.6 Improvement Proposals .....................................................................................................................................................6
0.7 Project Cost ........................................................................................................................................................................6
1.0 INTRODUCTION ............................................................................................................................................. 9

1.1 General 9
1.2 Project Road .......................................................................................................................................................................9
1.3 Objectives of the Project ....................................................................................................................................................9
1.4 Scope of Services................................................................................................................................................................9
1.5 Structure of the Report ..................................................................................................................................................110
2.0 SOCIO ECONOMIC PROFILE OF PROJECT AFFECTED AREA ............................................................................ 11
2.1 Introduction ...................................................................................................................................................................121
2.2 Socio-Economic Profile of Project Influence District ......................................................................................................121
2.3 Physical Features of the State ........................................................................................................................................132
2.4 Demographic Profile of the Area......................................................................................................................................13
2.5 Climate…….………………………………………………………………………………………………………………………………………………………………..13
2.6 Geology……………………………………………………………………………………………………………………………………………………………………..14
2.7 Physiography & Relief ......................................................................................................................................................14
2.8 Natural Resources ..........................................................................................................................................................165
2.9 Tourism 16
3.0 ENGINEERING SURVEYS & INVESTIGATIONS................................................................................................ 18
3.1 General ………………………………………………………………………………………………………………………………………………………………..18
3.2 INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT ...................................................................................18
3.2.1 ROAD INVENTORY .............................................................................................................................................198
3.3 Topographical Survey ....................................................................................................................................................198
3.4 Pavement Composition ....................................................................................................................................................19
3.5 Subgrade Investigation ....................................................................................................................................................19
3.6 Material Investigation ....................................................................................................................................................232
3.6.1 TYPE OF MATERIALS ..........................................................................................................................................232
3.6.2 SOURCE OF MATERIALS ......................................................................................................................................232
3.6.3 SAMPLING OF VARIOUS TYPES OF MATERIALS .........................................................................................................232
3.7 Results & Discussions on Aggregate Quarries ................................................................................................................243
3.8 Sand Quarries .................................................................................................................................................................243
3.9 Materials for Granular Sub-base ....................................................................................................................................243
3.7 Axle-Load Survey ............................................................................................................................................................254
3.7.1 ANALYSIS OF AXLE-LOAD SURVEY DATA .................................................................................................................254
3.8 Inventory and Condition Survey of Bridge .....................................................................................................................265
3.9 Inventory and Condition Survey of Culverts ..................................................................................................................265
3.10 Utility Inventory ................................................................................................................ Error! Bookmark not defined.5
4.0 TRAFFIC ANALYSIS & DEMAND FORECAST ................................................................................................. 446

4.1 GENERAL .........................................................................................................................................................446
4.2 IDENTIFICATION OF HOMOLOGOUS SECTIONS FOR TRAFFIC SURVEY ............................................................................446
4.3 TRAFFIC SURVEY LOCATION AND SCHEDULE..............................................................................................................46
4.4 SURVEY METHODOLOGY .......................................................................................................................................46
4.4.1 CLASSIFIED TRAFFIC VOLUME COUNT ......................................................................................................................47
4.5.2 INTERSECTION TURNING MOVEMENT SURVEY ..........................................................................................................46
4.6 DATE ANALYSIS - CLASSIFIED TRAFFIC VOLUME COUNT ..............................................................................................47
4.6.1 AVERAGE DAILY TRAFFIC ......................................................................................................................................48
4.6.2 DAILY VARIATION OF TRAFFIC ................................................................................................................................48
4.6.3 MAXIMUM, MINIMUM AND AVERAGE TRAFFIC .........................................................................................................49
DPR of Mawshynrut-Hahim (Athiabari) Project road in Meghalaya L&W Infrastructures Pvt. Ltd
Table of Contents Page ii
4.6.4 HOURLY DISTRIBUTION AND DIRECTIONAL DISTRIBUTION OF TRAFFIC ............................................................................49

4.6.5 TRAFFIC COMPOSITION ........................................................................................................................................50
4.6.6 DIRECTIONAL DISTRIBUTION ...............................................................................................................................510
4.6.7 SEASONAL CORRECTION .....................................................................................................................................532
4.6.8 AVERAGE ANNUAL DAILY TRAFFIC...........................................................................................................................54
4.6.9 INTERSECTION TURNING MOVEMENT COUNTS..........................................................................................................54
4.6.10 FORECASTS OF INTERSECTION TURNING MOVEMENTS ................................................................................................55
4.7 TRAFFIC PROJECTION ...........................................................................................................................................57
4.7.1 TRANSPORT DEMAND ELASTICITY ...........................................................................................................................57
4.7.2 TRAFFIC FORECAST ..............................................................................................................................................58
4.8 CAPACITY ANALYSIS .............................................................................................................................................62
4.8.1 ASSESSMENT OF PREVAILING CAPACITY LEVEL.........................................................................................................632
5.0 DESIGN STANDARDS ................................................................................................................................. 643
5.1 GENERAL ...........................................................................................................................................................63
5.2 TERRAIN CLASSIFICATION ......................................................................................................................................63
5.2 DEISGN SPEED ..................................................................................................................................................654
5.3 CROSS SECTIONAL ELEMENTS ..............................................................................................................................654
5.3.1 CARRIAGEWAY WIDTH .......................................................................................................................................654
5.3.2 PAVEMENT CAMBER (CROSS-FALL) .......................................................................................................................654
5.3.3 RIGHT OF WAY ...................................................................................................................................................66
5.3.4 SIDE SLOPES .......................................................................................................................................................66
5.4 HORIZONTAL ALIGNMENT .....................................................................................................................................65
5.4.1 GENERAL ...........................................................................................................................................................65
5.4.2 SIGHT DISTANCES ................................................................................................................................................67
5.4.3 HORIZONTAL CURVE ............................................................................................................................................66
5.4.4 TRANSITION (SPIRAL) CURVES ...............................................................................................................................67
5.4.5 SUPER-ELEVATION ...............................................................................................................................................68
5.4.6 WIDENING AT CURVES .........................................................................................................................................68
5.5 VERTICAL ALIGNMENT ..........................................................................................................................................69
5.5.1 GENERAL ...........................................................................................................................................................69
5.5.2 VERTICAL CURVES ...............................................................................................................................................69
5.5.3 ATTAINMENT OF SUPER-ELEVATION ........................................................................................................................69
5.5.4 STANDARD FOR INTERSECTIONS............................................................................................................................710
5.6 SUMMARY OF GEOMETRIC DESIGN STANDARDS ......................................................................................................710
6.0 IMPROVEMENT PROPOSAL ......................................................................................................................... 72
6.1 GENERAL ...........................................................................................................................................................71
6.2 DESIGN STANDARDS ..........................................................................................................................................721
6.3 WIDENING SCHEME ...........................................................................................................................................732
6.4 GEOMETRIC IMPROVEMENT DESIGN .....................................................................................................................787
6.5 PAVEMENT DESIGN ...........................................................................................................................................797
6.6 WIDENING OF CULVERTS ......................................................................................................................................87
6.7 WIDENING OF CULVERTS ....................................................................................................................................887
6.8 DESIGNS FOR ROAD SIDE DRAINAGE ......................................................................................................................887
6.9 DESIGN FOR ROAD MARKINGS, SIGNS AND OTHER SAFETY DEVICES ..............................................................................887
6.10 BUS SHELTERS ..................................................................................................................................................887
6.11 JUNCTIONS ......................................................................................................................................................898
6.12 RETAINING/BREAST WALLS.................................................................................................................................898
6.13 REQUIREMENT OF LAND ....................................................................................................................................899
7.0 PROJECT COST ....................................................................................................................................... 11308

7.1 INTRODUCTION AND ASSUMPTIONS ..................................................................................................................11308
7.2 ADOPTION OF UNIT RATES ..............................................................................................................................11308
7.3 BILL OF QUANTITIES FOR CIVIL WORKS ..............................................................................................................11409
7.4 COSTING FOR SAFETY DEVICES .........................................................................................................................11409
7.5 SUMMARY OF COST ESTIMATE .............................................................................................................................115
Chapter – 0 (Executive Summary) 3
0.0 EXECUTIVE SUMMARY

0.1 Introduction
The Public Work Department (Roads), Government of Meghalaya, intend to undertake

widening to Intermediate lane and improvement of about 37.650 km length of state road
stretch from Mawshynrut to Hahim (Athiabari), Meghalaya/ Assam Border in the West
Khasi Hill District of Meghalaya to augment capacity of the road, with enhanced safety
features under North East Road Sector Department Scheme (NERDS) in the state of
Meghalaya.
The project road originates from Km 41+600 of NH-127B (i.e. Nongstoin –Tura Road) at a
junction near Riangdo traverses through Nongprut Village, Thangtngaw Village, Parohram
Village, Umsopien Village, and terminates at Hahim (Athiabari), Meghalaya / Assam state
Border.
The condition of the existing road is very poor at present; the present status of ROW from
Km. 0.00 to Km 26.315 the ROW is 20m, from Km 26.315to Km 37.365 ROW is 30 m. The
existing pavement is weak in throughout the project stretch. The terrain is hilly in the
entire stretch except in last 1 Km where the terrain is generally plain.
0.2 Socio – Economic Profile
The District lies in the central part of the State of Meghalaya and is situated between
approximately 25 0 10’ and 250 51’ N latitude, and between 90044' and 910 49'
E longitude. It is bounded on the north-west by Kamrup district of Assam, on the north-
east by Ri Bhoi district, on the east by East Khasi Hills district, on the south by Bangladesh,
on the west by East Garo and South Garo Hills districts.
The district comprises an area of about 5,247 sq.kms which is 23 percent of the total area
of the state. Nongstoin, covering an area of about 76.00 Sq. Kms, is the Headquarter of
the District.
West Khasi Hills District was carved out of the erstwhile Khasi Hills District on 28th
October, 1976. In the same year, on 10th of November, Mairang Civil Sub-division was
inaugurated, whereas the Mawkyrwat Block was converted into an administrative unit.
With the up-gradation of Mawkyrwat into a full-fledged sub-division on June 26th, 1982,
West Khasi Hills District now comprises three Sub-Divisions (including the Sadar Sub-
Division), one administrative unit namely Mawshynrut which came into being on 9th of
February, 1996. It also comprises six Community and Rural Development Blocks namely
Nongstoin, Mairang, Mawkyrwat, Mawshynrut, Ranikor including Mawthadraishan Block,
which was created under the notification of state government.
The Socio-Economic Profile of the Area is given in detail in chapter-2 of this report.
0.3 Engineering Surveys & Investigations
The Consultant carried out various field studies, engineering surveys and investigations to
collect the necessary data for preparation of Detailed Project Report (DPR) for the project.
The investigations were carried out to generate adequate supportive database for
preparing the most appropriate proposal to meet the functional and structural efficiency
and safety requirements. The various engineering investigations and surveys have been
carried out following the relevant IRC.
The various investigations and surveys, which have been carried out by the Consultants,
for both the Roads separately are as follows:
 Inventory and condition survey of Road and Pavement
 Inventory and condition survey of Bridges and other cross-drainage structures
 Topographic Survey
 Benkelman Beam Deflection Survey
 Axle Load Survey
 Pavement Investigations
The Survey work has done and the details have been presented in chapter-3.
0.4 Traffic Analysis & Demand Forecast
Traffic analysis and forecast form key and important elements of any Project Report
preparation. They have a direct bearing on several aspects. Some of these include lane
width requirements and pavement thickness, design features and elements, and wayside
facilities. All these signify the importance of base year and design year traffic which
determines the type and level of facility to be planned and developed, which in turn forms
the base towards determining the up gradation cost. Given this, decisions on the type of
traffic surveys, locations and duration have therefore been taken judiciously to arrive at
representative traffic flows on the various sections, traffic desire patterns and
characteristics.
The below Table 0.1 presents location wise traffic in Average Daily Traffic (ADT) in vehicles
and in PCU. The table also provides the total number of motorized passenger vehicles,
motorized goods vehicles and non-motorized vehicles by location on the project corridor.
Table-0.1 Average Daily Traffic
Vehicle Type Near Mawiain

Village (Km 17.00)
Two Wheeler 223
Auto Rickshaw 9
Car / Jeep / Van 166
Mini / RTVs Bus 8
Standard Bus 3
Light Commercial Vehicle 54
2-Axle 96
3-Axle 16
MAV 2
Agriculture Tractor with Trailer 8
Total Motorised Vehicles (Number) 585
Total Motorised Vehicles (PCU) 771
Total PCU per day 771
Other details of Traffic are presented in Chapter – 4.
0.5 Design Standards

Design recommendations have been proposed for the two lane facility of the project road
according to the IRC 37: 1980 & IRC 37: 2018 manual. The summary of design standards
adopted is presented below in Table 0.2:
Table-0.2 Design Standards
Proposed Standards
Sl No. Description unit
Mountainous Steep
1 Design speed
Ruling km/hr. 40 30
Minimum km/hr. 30 20
2 Cross sectional elements
(a) Carriage way width
Intermediate lane m 5.5 5.5
(b) Shoulder width
Paved Shoulder m - -
Earthen shoulder m 1.0 1.0
(c) Cross Slope
Bituminous surface % 2.5 2.5
Earthen surface % 3.5 3.5
Extra Widening of
- 0.9
(d) pavement at curves m
3 Horizontal curve
(a) Radius
Ruling Minimum m 50 30
Absolute Minimum m 30 15
(b) Super elevation (max) % 7 7
4 Vertical curve
(a) Length (min) m 50 20
0.6 Improvement Proposals

From the topographical survey conducted for the project road, four types of typical cross-
sections are proposed for the improvement of the project road. The details of typical
cross-section are given below in table 0.3.
Table-0.3 Type of Cross-Section
S.No. TCS Type Description Length

Concentric Widening of Existing road to Intermediate
1 TYPE I
lane with one Side lined Drain 1638

2 TYPE II
lane with Both Side Unlined Drain and Earthen Shoulders
734
3 TYPE III
lane with one side Unlined Drain 32152.5

4 TYPE IV
lane with One Side lined Drain and Breast Wall
81.5

5 TYPE V
lane with Earthen Shoulders and Breast wall
21.5
6 TYPE VI lane with Retaining Wall on one side and unlined drain
on other side 101.5

7 TYPE VII
lane with lined Drain and Earthen Shoulders Both Side
617
8 TYPE VIII
lane with Earthen shoulders 2225
Detailed widening scheme is attached at the end of chapter 6.

Other details of Improvement proposals for structures and Pavement design is presented
in Chapter 6.
0.7 Project Cost
The cost estimate has been prepared based as per current Schedule of Rate for Road and
Bridge Works under P.W.D.(Roads) NH-Circle Meghalaya, Shillong for the Year 2019-2020
(8th Revision). Bitumen rates from Guwahati, Steel and Cement are taken from Shillong.
All rates are inclusive of the carriage and Haulage. The Summery of Project cost is
presented below in Table 0.4.
Table-0.4 Summery of Project Cost
Bill
Description Item Price (Rupees) Item Price (Cr.)
No.
1 Site Clearance 28,33,536.38 0.28
2 Earthworks 62,95,875.00 0.63
3 Sub-base and Base Courses 32,95,82,320.52 32.96
4 Bituminous Works 25,41,26,486.90 25.41
5 New Culverts 4,19,05,305.54 4.19
6 Widening of Culverts 14,65,23,051.03 14.65
7 Retro-fitting of Bridges 1,34,74,292.04 1.35

Road Safety Measures (Retaining Wall &
8 4,07,01,256.71 4.07
Breast Wall)
9 Road Junctions 72,64,117.77 0.73
10 Drainage and Protection Works 8,61,04,591.61 8.61

Traffic Signs, Markings & Road
11 56,42,479.10 0.56
Appurtenances
TOTAL OF CONSTRUCTION COST (A) 93,44,53,312.58 93.45
COST PER KM (IN CRORE = 2.48 2.48
SUB TOTAL = (B) 93,44,53,312.58 93.45
MAINTENANCE COST @ 1.5% ON A = (C) 1,40,16,799.69 1.40
TOTAL: D = (B+C) 94,84,70,112.27 94.85
Quality Control @ 1% ON D = (E) 94,84,701.12 0.95
CONTINGENCIES @ 3.0% ON A = (F) 2,83,78,225.76 2.84
COS T OF DPR PREPRATION (G) 1,12,93,800.00 1.13
TOTAL ESTIMATED COST H = (D+E+F+G) 99,76,26,839.15 99.76

Say 99,76,26,839.00 99.76
COST PER KM (in Crores) 2.65 2.65
Chapter – 1 (Introduction) 9
1.0 INTRODUCTION
1.1 General
1.1.1 An efficient transport system is a pre-requisite for sustained economic development. It is
not only the key infrastructural input for the growth process but also plays a significant role
in promoting national integration, which is particularly important in a large country like
India. The transport system also plays an important role for promoting the development of
the backward regions and integrating them with the mainstream economy by opening them
to trade and investment. In a liberalized set-up, an efficient transport network becomes all
the more important in order to increase productivity and enhancing the competitive
efficiency of the economy in the world market.
1.1.2 The Public Works Department, Govt. of Meghalaya along with MORT&H, Govt. of India
intends to undertake up gradation of various roads & bridges under North East Road Sector
Department Scheme (NESRDS) in the state of Meghalaya.
1 .2 Project Road
1.2.1 The Public Work Department (Roads), Government of Meghalaya, intend to undertake
widening to Intermediate-lane and improvement of about 37.650 km length of state road
stretch from Mawshynrut to Hahim (Athiabari) Meghalaya/ Assam Border in the West
Khasi Hill District of State of Meghalaya to augment capacity of the road, with enhanced
safety features under NESRDS in the state of Meghalaya.
1.2.2 The project road originates from 41+600 of NH-127B (i.e. Nongstoin –Tura Road) at a
junction near Riangdo traverses through Nongprut Village, Thangtngaw Village, Parohram
Village, UmsopienVillage, and terminates at Athiabari (Meghalaya / Assam Border.
1.2.3 The condition of the existing road is very poor at present; the existing ROW from Km. 0.00
to Km 26.315 is 20m and from Km 26.315 to Km 37.365 is 30 m. The existing pavement is
weak in throughout the stretch. The terrain is hilly in the entire stretch except in last 1 Km
where the terrain is generally plain.
1.3 Objectives of the Project
1.3.1 The objectives of the project, as per the Terms of Reference (TOR) of the Contract
Agreement are:
 establishing the technical, economic viability for the project to satisfy the traffic demand
over the design period;
 preparing the detailed project report of Project road, making extensive use of current
computer-based survey and design techniques (CAD, etc.) and with reference to current
international “best practices” for this type of construction;
 preparing detailed design and drawings for the improvement works required along with
specifications, bill of quantities, estimates and bidding documents for the construction
phase;
1.4 Scope of Services
The scope of the consultancy services is to:

I. Conduct preliminary surveys in accordance with Para 6 of IRC Special publication 19.
II. Collect Inventory data and to conduct condition survey of roads, bridges, culverts etc as
per IRC:19 and compile the information in the enclosed preform and in an acceptable
computerized data base format.
III. Prepare strip plans showing the existing road land width, utility services (both above
and below ground level), trees, electrical poles, telephone poles, water pipelines,
sewage lines, bridges culverts, junctions, adjoining land use, encroachment etc.
IV. Collect Socio-Economic data for state and Project Area.
V. Identify Homogeneous section based on traffic and road geometry.
VI. Conduct 7-day traffic (volume count) survey at one location in each homogeneous
section, however, traffic survey shall be conducted at an interval of not more than 50
Kms within a homogeneous section.
VII. Conduct Axle-load survey at a suitable location in each homogeneous section on
random sample basis and work out number of equivalent axle load and vehicle damage
factor for one day (except holiday).
VIII. Gather information on accidents showing type of accident, frequencies and to identify
accident prone locations / section along with main reasons for such situations.
IX. Determine vehicle wise growth rates based on socio-economic data and available past
traffic data and also estimate annual growth of traffic.
X. Digging test pits at least 1m below the underside of the lowest pavement layer or rock
level, whichever is less whether pavement condition changes or at 2 Km intervals
whichever is less. Conduct soil tests e.g. gradation test (IS 2720-part IV), liquid limit,
plastic limit, Atterberg limit, field density, moisture content, shrinkage limit test (if
required), and deleterious constituents as per relevant IRC Standards.
XI. Determine composition and thickness of existing pavement.
XII. Investigation of design of high embankments based on Ministry’s Circular No. NH VI-50
(21) / 79 dated 25.1.1980 and or IRC: 75-1979.
XIII. Identification of borrow areas as per IRC:10, and carry out soil test to determine
suitability of soil.
XIV. Conduct representative CBR test on the existing sub-grade as per IRC-37 in alternative
Kms.
XV. Carry out Road deflection tests by Benkleman Beam method (IRC:8) for 200m length in
alternative Kms.
XVI. Collect information about hydrology e.g. catchment characteristics, rainfall stream /
channel characteristics and slit factor for all cross drainage works (existing as well new).
XVII. Drainage studies indicating general drainage pattern, HFL, water level seepage, flow,
etc. and prepare drainage designs as per IRC guidelines.
XVIII. Do investigations for naturally occurring materials and to identify suitable quarries for
these materials.
XIX. Conduct tests for determining physical strength characteristics, of aggregate material as
per relevant IRC standards,
XX. Measurement of pavement roughness by using Bump integrator.
XXI. Trial pits (a) for culverts at an interval of 5 Kms. (b) for minor bridges (length less than
60m) at each location.
XXII. Carry out geotechnical investigations and sub surface exploration by digging bore holes
one location for major (length more than 60m).
XXIII. Determine the need of bypass and other realignments and geometric improvements
and suggest suitable alignments.
XXIV. Preliminary proposals for widening, strengthening, raising etc.
XXV. Carryout topographic survey i.e. with total station method and establish one B.M. in
each Km.
XXVI. Suitable study of alternative for bypasses and other re-alignments and suggest suitable
alignment based on merit / demerits of alternatives.
XXVII. Prepare alignment plan, longitudinal and cross sections (The consultant shall prepare
complete plan showing improvement proposals. Horizontal control point, bench marks
and reference points shall be established as required and indicated on the drawing).
XXVIII. Prepare land plans and relocation plan based on proposed design.
XXIX. Prepare estimate for clearing / shifting of all existing utility services like pipelines for
water connection, electrical poles/electrical wires, cables for telecom etc. in
consultation with the concerned Departments and also to obtain requisite Forest and
Environment Clearance on the forest covered areas.
XXX. Identify level crossing which require up-gradation or construction of R.O.B on the basis
of no. of closures, period of closure and expected traffic.
XXXI. Identification of suitable location for lay by, truck parking places and way side
amenities.
XXXII. Carry out environment, rehabilitation and resettlement studies as per guidelines of
MOEF and IRC: SP: 19 (Revised).
XXXIII. Preparation of rough cost estimates based on
a) Typical cross section of road/approaches
b) GAD for bridge structure.
c) Standard typical drawing for culverts.
d) Widening
e) Strengthening
f) Any other improvement required
g) Analysis of Rates based on Ministry of Road Transport & Highways data book
current rates.
XXXIV. Identification and based Prioritization of required works to be taken up for execution in
a phased manner.
XXXV. Provide a computer system and requisite software for keeping computerized inventory
and digitized maps.
XXXVI. Conduct Economic analysis and Sensitivity tests for the project.
1.5 Structure of the Report
Volume-I: Main Report
Chapter 0 – Executive Summary
Chapter 1 – Introduction
Chapter 2– Socio-economic Profile of Area
Chapter 3 –Engineering Survey and Investigation
Chapter 4 – Traffic Analysis and Demand Forecast
Chapter 5 – Design Standards
Chapter 6 – Improvement Proposals
Chapter 7 – Project Cost
Chapter – 2 (Socio Economic Profile of Project Affected Area) 12
2. 0 SOCIO ECONOMIC P RO FILE OF PROJ EC T A FFEC TED AREA

2.1 Introduction
The State of Meghalaya (the abode of
clouds) is geographically known as the
"Meghalaya Plateau" or the "Shillong
Plateau". The area is made of the oldest rock-
formations. Meghalaya consists of the Garo,
Khasi and Jaintia hills along with their outliers
formed by the Assam ranges. It is the
detached north-eastern extension of the
Peninsular India. Part of it lies buried under
the alluvium deposited by the Ganga -
Brahmaputra system of rivers. Endowed with
nature’s gift and supplemented by the
collective endeavor, the state today is
economically stable with revenue surplus.
Although it is still a deficit state, Meghalaya
Weinia fall
has the potential to become a surplus state.
Considering the SWOT analysis of the state, its Geo-political status and the emerging free
global economy, Meghalaya cannot be expected to become an industrially leading state. It
can neither be a state with abundant agricultural surplus production nor a state for
intermediate trading. The low productivity in the agriculture sector makes any surplus non-
marketable. On the other hand considering the nature’s endowment, ethnological diversity,
rich cultural heritage, Meghalaya holds high potentiality for economic prosperity through
development of tourism.
The West Khasi Hills District lies in the central part of the State of Meghalaya and is situated
between approximately 25 degrees 10' and 25 degrees 51' N latitude, and between 90
degrees 44' and 91 degrees 49' E longitude. It is bounded on the north-west by Kamrup
district of Assam, on the north-east by Ri Bhoi district, on the east by East Khasi Hills district,
on the south by Bangladesh, on the west by East Garo and South Garo Hills districts. The
district comprises an area of about 5,247 sq.kms which is 23 percent of the total area of the
state. Nongstoin, covering an area of about 76.00 Sq. Kms, is the Headquarter of the District.
2.2 Socio-Economic Profile of Project Influence District

The District lies in the central part of the
State of Meghalaya and is situated between
approximately 25 0 10' and 250 51' N latitude,
and between 90044' and 910 49' E longitude.
It is bounded on the north-west by Kamrup
district of Assam, on the north-east by Ri Bhoi
district, on the east by East Khasi Hills
district, on the south by Bangladesh, on the
west by East Garo and South Garo Hills
districts.
The district comprises an area of about 5,247 sq. kms which is 23 percent of the total area
of the state. Nongstoin, covering an area of about 76.00 Sq. Kms, is the Headquarter of the
District.
West Khasi Hills District was carved out of the erstwhile Khasi Hills District on 28th October,
1976. In the same year, on 10th of November, Mairang Civil Sub-division was inaugurated,
whereas the Mawkyrwat Block was converted into an administrative unit. With the up-
gradation of Mawkyrwat into a full-fledged sub-division on June 26th, 1982, West Khasi Hills
District now comprises three Sub-Divisions (including the Sadar Sub-Division), one
administrative unit namely Mawshynrut which came into being on 9th of February, 1996. It
also comprises six Community and Rural Development Blocks namely Nongstoin, Mairang,
Mawkyrwat, Mawshynrut, Ranikor including Mawthadraishan Block, which was created
under the notification of state government.
2.3 Physical Features of the State
The physical feature of Meghalaya is well defined in three different regions - the Khasi Hills
in the Central part of Meghalaya, Jaintia Hills in the eastern part of Meghalaya and Garo Hills
which form the western part of Meghalaya. The Khasi Hills and Jaintia Hills which form the
central and eastern part of Meghalaya is an imposing plateau with rolling grassland, hills and
river valleys. The southern face of the plateau is marked by deep gorges and abrupt slopes.
Water - falls rush down steep slopes and curve deep valleys through which swift- flowing
rivers descend to the plains. At the foot of these slopes, a narrow strip of plain land runs
along the international border with Bangladesh.
The northern section of the plateau has an undulating topography with a series of hills rising
to almost the same height, extending northwards to slope gradually, merging with the plains
of Assam. The accordant summit of these hills varies from 170m to 820m. Nongpoh village
lying half way on the Guwahati - Shillong road stands on a flat top of 70m height on this hill
section.
The height of the central plateau of the Khasi Hills hovers around 1500 m with the Shillong
peak (1965m), the highest point in the plateau, overlooking Shillong Town. Khasi hills are
popularly known as the ‘Scotland of the East’ with the pine trees, rolling hills and a
numerous waterfalls.
The Garo Hills which form the western part of Meghalaya are lower in elevation. The greater
parts of the Garo Hills range in height from 450m to 600m and drop steeply to the
Brahmaputra valley on the north and to the plains of Bangladesh on the south. Nokrek
(1412m) east of Tura town is the highest peak in western Meghalaya.
Meghalaya is endowed with a rich variety of flora and fauna. Of the 17,000 species of
orchids in the world, about 1250 exist in India of which nearly 300 are found in Meghalaya.
The blue Vanda, Lady’s slipper (Paphiopedilum insigne) and other rare varieties of orchids
are found in Meghalaya. A botanical wonder, the pitcher plant, (an insect eating plant) is
found in the districts of Jaintia Hills, West Khasi Hills and South Garo Hills of the state .
2.4 Demographic Profile of the Area
The population of the state as it commonly known contain most of the Tribal people housed
within the territory of Meghalaya. Some of the important Tribes that constitute the
demographics of Meghalaya are Garo, Khasi and Jaintia.
Of the total Households in Meghalaya, 27 % are from urban Areas. Majority of the
households are Christians (72 percent) in the sample. Ninty percent of the households
belongs to Schedule Tribes. Eleven percent of the households lived in Kachha and 65% are in
Pucca houses. Eleven percent of the households belonged to low economic status.
About 66 percent of population aged seven and above are literate. Percent literate among
female is 64 percent where as it is 67 percent for male. Portion of non-literate is higher
among the older cohort compared to the young ones. Thirty – six percent of eligible women
are non-literate and 21 percent have completed 10 or more years of schooling. As regards
to the distribution of non-literate women, a lesser portion of younger women below age 30
and above, but in case of non-literate husbands the variation is not much across their age
cohort.
2.5 Climate
The State is directly influenced by the South West monsoon and North Eastern winter
winds. The region experiences tropical monsoonal climate that varies from Western to
Eastern part of the plateau. The climate of the districts are mildly tropical in the northern
and southern foothills, while in the central upland zone, the climate is temperate and places
at medium altitude in the northern, western and southern parts of the district, experience
sub-tropical climate.
With average annual rainfall as high as 12,000 mm (470 in) in some areas, Meghalaya is the
wettest place on earth. The western part of the plateau, comprising the Garo Hills region
with lower elevations, experiences high temperatures for most of the year. The Shillong
area, with the highest elevations, experiences generally low temperatures. The maximum
temperature in this region rarely goes beyond 28 °C (82 °F) whereas sub-zero winter
temperatures are common.
The districts are influenced by the South- West monsoon and rainfall is assured during
summer, but differs greatly in intensity from area to area within the district. The average
rainfall ranges from 1200 mm to 3000 mm per annum with most rainfall concentrated from
May to September.
The lower elevated areas experience fairly high temperature for most part of the year
having a mean maximum of 23 to 26° and a mean minimum of 12 to 17° C. The mean
summer temperature is 26°C and the mean winter temperature is 9° C.
2.6 Geology
The State of Meghalaya is occupied by: - (a) Archean Gneissic Complex with Acid intrusive
(b) Shillong Group of Rocks (mostly Quartzite) usually friable, Schists, Conglomerates) (c)
Granite rocks, (d) Lower Gondwana rocks (e) Sylhet Traps (f) Cretacious – tertiary sediments
viz Khasi Group, (Jadugata and Mahadek formation), Garo Group (Simsang, Baghmara,
Chengapara formation).These sediments consist of dominantly sandstone, limestone; silt
stone, shale and pebbles, clays, conglomerates. The sedimentary rocks are in a complex
form.
Meghalaya is a storehouse of economic minerals. The major minerals that are presently
exploited are Coal, Limestone, Clay and Sillimanite. These minerals are utilized in several
mineral-based industries in the country. Besides, Coal and Limestone are also exported to
Bangladesh, earning a good amount of foreign exchange.
2.7 Physiography & Relief
The District may be divided into four broad geographical units. There is the Western sector
with dense jungles with an elevation of 600 to 900 metres, bordering the Garo Hills. In the
Southern sector, especially the south-eastern part, the hills slope rather abruptly to an
elevation of about 150 metres, close to the plains of Bangladesh. In the Northern sector,
there are a series of hills and ranges which gradually slope down to an altitude of about 150
metres till they reach the plains of Assam. In the central sector, the hill ranges run parallel
from East to West forming the highest part of the district with an average altitude of about
1400 metres.
Hill Ranges
The only hill range of significance in the district is the Mawthadraishan range which runs
from east to west. Hilly formations, that have potential tourist attraction are the Kyllang
rock, which is formed of a huge igneous rock, located near Nongkhlaw (11 kms) from
Mairang . Apart from this, the other major hills are U Mawleng in the Lyngngam Area
located between Nongiawnaw and Snaram and the Mawhiang rock at Mawkyllei near
Pariong. Lum Kyllai-Longsngun at Myriem, 40 Km. from Nongstoin, Lum Iawpaw near
Nongnah of Ranikor block, Lum Nongsynrih at Mawkyrwat block , Lum Iangram , Lum
Kubuit, Lum Kubah, Lum Langpoin near Pyndeng Umjarain - Nongtynniaw and U Lum
Kohtyllaw at Nongtnger, are other peaks in the District.
River Systems
There are two important river systems in the district, the Kynshi and the Khri, with a
number of tributaries. Kynshi, the bigger of the two, rises in the southern slopes of
Marpna Peak near Mawmaram village (about 10 kms from Mairang on the way to
Shillong). It follows a westerly course for a considerable distance then takes a sharp bend
to the east and enters the plains of Bangladesh at Ranikor. The Khri river rises near
Kyllang rock and flows northwards and is joined by Khri Synnia river before it enters the
plains of Assam. Other important rivers that constitute the drainage system of the district
are the Umngi, Wahblei, Rilang, Riangdo, Tyrsung, Ryndi, Rwiang, Umit Synthi and Btit.
Land Use Pattern
Agriculture is the mainstay of the people of the State. About 85 percent of the population of
the State live in rural areas and depends on agriculture for their livelihood. Of the total
geographical area, about 13 percent is under cultivation.
Efforts are being made to increase irrigation potential of the State and bring more area
under cultivation It is in the primitive stage of shifting cultivation in major parts of the State.
Shifting Cultivation locally named as ‘Jhuming’ is practiced extensively on the hill-slopes in
the Districts.
The soil and climatic condition of the State is suitable for growing different types of
agricultural crops from cereals to fruits in both tropical and temperate climatic environment
occurring on different altitudes. The following table shows the land utilization.
Natural Vegetation
The State is rich in species of flora and varies from open scrub (Grassland) to pine forest in
the central plateau region. The rest is covered by mostly deciduous to evergreen forests and
transitional tropical moist deciduous pine forests. Status of forest cover is shown below:
Agriculture
Meghalaya is basically an Agricultural State with about 80% of its total population
depending entirely on Agriculture for their livelihood. The total cropped area in the State
has increased by about 42 per cent during the last twenty-five years. Food grain production
sector covers an area of over 60 per cent of the total crop area. Food grains are grown in
over 133 thousand hectares, nearly 60% of the state’s cultivated area. The production of
food grains is over 230 thousand tonnes. Rice is the dominant food grain crop accounting
for over 80% of the food grain production in the state. Other important food grain crops are
maize, wheat and a few other cereals and pulses. Oilseeds such as rape and mustard,
linseed, soybean, castor and sesame are grown on nearly 10 thousand hectares. Rape and
mustard are the most important oilseeds accounting for well over two-thirds of the oilseed
production of nearly 6.5 thousand tonnes. The agricultural production of the districts of
project corridor is presented below.
2.8 Natural Resources

West Khasi Hills is very rich in mineral resources, but most of the minerals are under
investigation. Important minerals in the district are Sillimanite, Coal, limestone and
Uranium.
(i) Sillimanite: The world’s best known deposit of sillimanite is located in Sonapahar under
Mawshynrut Block. It is estimated that Sonapahar contains an approximate reserve of
2,55,000 tonnes of high grade Sillimanite spread over a belt of 20x10 kms. This was being
mined by the Bharat Refractories Ltd., but has been stopped with the expiry of the land
lease.
(ii) Coal : The district has good deposits of coal and is being commercially exploited.
Coal is found in Shallang area under Mawshynrut block which is being mined, extracted and
exported to other states through Assam and also in the international border area around
Borsora under Ranikor block which is extracted and exported to Bangladesh.
(iii) Limestone : Limestone is found in abundance in the southern part of the district and
is being commercially exploited and exported to Bangladesh also.
(iv) Uranium extensive exploratory works has been undertaken at Domiasiat, Nongkulang,
Tinniang near Nonglanglieh and Tynnai and Nonglang (Mawkyrwat) for uranium deposits
which is considered to be of a high- grade quality.
West Khasi Hills district is, at present, having no hydroelectric project. However, there is
good hydroelectric potential from the Khri river and the Kynshi river.
The district is also endowed with vast reserves of sand and stones. Hill sand and river
sand are being commercially used for construction purposes. Stone quarrying is a means of
livelihood for a number of poor families while Granite cutting is a recent trend.
2.9 Tourism
West Khasi Hills District offers a lot of scope for adventure tourism in terms of trekking, rock
climbing, angling and the like. It has a number of peaks to be scaled, bridle paths to be
trekked and water ways for canoeing. Besides, a number of cascades formed along the
river courses add to the natural beauty of
the district. There are also a number of
attractive picnic spots and camping sites.
Some of the major Tourist spots in West
Khasi Hills are as under:
2.9.1 Ranikor, about 169 kms from Nongstoin and
129 kms to Shillong is one of the best fishing
spots. Anglers can row up the Ranikor river
where the Kynshi and Rilang converge and
enjoy angling for the huge golden
mahseers, the pride of anglers and other View of Ranikor (Fishing Point)
species like the golden carp, silver carp and the commo8n carp are available here. The
surrounding rock cliffs and the clear blue water add to the scenic beauty of the place
2.9.2 Nongkhnum river Island:-A couple of
hours trek from Nongstoin is the hitherto
little-known river island on the Kynshi
known as Nongkhnum. It is in the form
of a Plateau with an area of about 25
Sq.kms. The island is form due to the
divergence of the river Kynshi near
Diangsyiang and Diligim villages, forming
the northern stream called Namliang and
the southern stream called Phanliang.
The island in endowed with beautiful
perennial falls namely Weinia fall in the
northern side, Kshaid Thum fall in the
southern side and Langshiang fall on the western side. One would wonder the hidden
beauty of this river island which the Gods have bestowed on nature, and worthily,
describable as an Isle of Waterfalls:
2.9.3 Langshiang falls formed immediately after the confluence of the diverged streams of the
Kynshi river, is situated near Sangriang and can be viewed prominently from Mawpon
village. It presents a breathtaking scene to the nature lovers, who admire the challenges of
adventure:
2.9.4 Kyllang Rock which is made of a single, huge solid
igneous rock is situated at Mawnai about 10
kms from Mairang, the sub-divisional Head Quarter.
The top of the dome-shape rock can accommodate a
considerable number of picnickers. Folklore has it
that the rock possesses a sort of magnetic field since,
so far, no one has ever fallen off the slope of the
huge rock. It can be developed into a good rock-
climbing site:
Kyllang Rock
Chapter – 3 (Engineering Survey & Investigation) 19
3 . 0 E N G I N E E R I N G S U R V E Y S & I N V E S T I G AT I O N S
3.1 General
3.1.1 The Consultant carried out various field studies, engineering surveys and investigations
to collect the necessary data for preparation of Preliminary Project Report (PPR) for the
project. The investigations were carried out to generate adequate supportive database
for preparing the most appropriate proposal to meet the functional and structural
efficiency and safety requirements. The various engineering investigations and surveys
have been carried out following the relevant IRC.
The various investigations and surveys, which have been carried out by the Consultants,
are as follows:
 Inventory and condition survey of Road and Pavement
 Inventory and condition survey of Bridges and other cross-drainage structures
 Topographic Survey
 Benkelman Beam Deflection Survey
 Axle Load Survey
 Pavement Investigations
 Soil and Material Investigations.
3.2 Inventory and Condition Survey of Road and Pavement

3.2.1 Road Inventory
3.2.1 The inventory of the project road for assessment of the pavement status has been
carried out through measurements and visual inspection. Features like terrain, land use,
width of pavement and shoulders, geometric deficiencies, important road junctions,
utilities etc. were recorded.
3.3 Topographical Survey
Detailed topographic survey carried out with the objective to capture essential ground
features.
Procedure for detailed topographic survey
 A survey corridor of 30 m (i.e. 15m on either side) has been considered.
 Benchmark pillars @ interval of every 250 m are established on ground which is
presented at the end of this chapter in Table 3.9.
 All relevant topographical details e.g. all structures, utilities, existing road,
electric and telephone lines, trees (girth > 300 mm), huts, buildings, fencing
falling within the extent of survey corridor.
 Longitudinal levels at every 25 m intervals along the existing center line and at
closer intervals at curves
 Cross-section at every 25 m intervals or with judiciously selected locations
extending to full width of the corridor as far as possible covering sufficient
number of natural ground points
 Longitudinal points for cross roads and cross-sections where necessary

depending on site condition
3.4 Pavement Composition
General: The pavement condition of almost entire project road is very poor. The existing
pavement cannot be used. Some picture of existing Culverts are presented below
Pavement Condition at Km 2.00 Pavement Condition at Km 9.00
Pavement Condition at Km 14.00 Pavement Condition at Km 28.00
3.5 Subgrade Investigation
Test Pit Subgrade Investigation: Test pit investigations were carried out at the interface
of main carriageway and earthen shoulder at every 5 km intervals in a staggered manner
along the existing road alignment. Following tests were carried out to ascertain the
existing physical and strength condition of the sub-grade.
a) In-situ Moisture Content

b) Details of pavement layer composition
c) Laboratory soil characterization (Grain size and Atterberg limits)
d) Laboratory moisture-density characteristics (using modified AASHTO
compaction)
e) Dry Density (using sand replacement method)
f) CBR tests on 4 days soaked samples
Dynamic Cone Penetrometer test was conducted at every subgrade investigation pit
locations i.e. at every 5 km interval along the project road to assess the in-situ CBR at
subgrade and below subgrade level..
Laboratory Test on Test Sample: The following laboratory tests were conducted on the
sub-grade samples collected from test pits:
Grain Size Analysis IS:2720 (Part-IV)

Atterberg’s Limits IS:2720 (Part-V)
Optimum Moisture Content & Maximum Dry Density IS:2720 (Part-VIII)
California Bearing Ratio Tests on samples (soaked for 4 days) IS:2720 (Part-XXVI)
Summary of Results of laboratory test of soil samples collected from Test Pits is
presented in Table 3.1 below.
Table 3.1: Results of laboratory test of soil samples collected from Test Pits
3.6 Material Investigation

3.6.1 Type of Materials
The objective of the material survey was to
(i) Locate potential sources of soil, sand, gravel, rock, water and other major
construction materials within the project vicinity,
(ii) Examine the engineering properties of the materials relevant to the project as
per MoRT&H specification.
As a first step, material sources were identified with the help of existing data, local
enquiry and field assessment. Thereafter soil, Morrum and aggregate samples were
collected from the sources for testing.
3.6.2 Source of Materials
The source of materials is as given below:
Sr. No. Name of Material Site Name
1 Stone Aggregates 23rd Km of Nongstoin – Mawshynrut Road
2 Sand Rwiang
3 Water Wa-Keynsi
4 Other Miscellaneous Materials Shillong
5 Bitumen Guwahati
3.6.3 Sampling of Various types of Materials

A) The samples collected from these identified quarries were tested for the following
properties to assess the possibility of utilizing them for the construction of the project
road.
 Sieve analysis
 Atterberg’s limits
 Heavy compaction
 Four (4) days soaked CBR as per IS standards at 97% of MDD/ 98% of MDD as
applicable for sub grade/sub-base (Heavy Compaction)
 10% fine value test (in case found suitable for GSB)
 Water absorption of coarse fraction
Soundness in case water absorption of coarser fraction is found more than 2%
B) The following tests were conducted on Aggregate from Quarry:
 Sieve Analysis (in case of samples collected from crusher)
 Specific Gravity
 Water Absorption
 Flakiness and Elongation Test (in case of samples collected from crusher)
 Aggregate Impact Value Test
 Coating and Stripping of Bitumen-Aggregate Mixture (without using anti-

stripping agent)
 Soundness
C) The following tests were conducted on sand samples:
 Sieve analysis and calculation of fineness modulus.
3.7 Results & Discussions on Aggregate Quarries
Aggregates (for Base & Wearing Courses): Altogether four aggregate samples were
collected from Local Quarry (i.e. Nongstoin) for the project corridor. Flakiness and
elongation index, being dependent on crusher quality/technique is not considered for
the evaluation. Selection of the quarry depends upon engineering properties, lead and
quantity available.
All samples were not considered, as the size of the aggregate were more than 90mm.
Though all the samples are within limit of AIV they are not fulfilling the limit of stripping
value, however with anti-stripping agent 0.6% these aggregates can be used. Water
absorption is found to be less than 2% for all samples and satisfies the requirement of
soundness. All samples from the Quarry can be used for bituminous works and for non-
bituminous works. Test results are shown in Table-3.2 (attached at the end of this
chapter).
3.8 Sand Quarries
Sand: The test result of sand samples shown in Table-3.3includes grain size distribution,
fineness modulus and the sand zone. The test result shows that sample- SQ-III fulfill the
required grading (FM is 2.26) and comes under zone-III. After screening the remaining
samples through 4.75mm IS sieve the sample SQ-I and SQ-II found to coming under
zone-II and zone-I having FM 2.61and 3.35 respectively and these samples is therefore
recommended for the use in concrete works.
3.9 Materials for Granular Sub-base
Granular Sub Base: Altogether three GSB material samples were collected for the
project corridor. Sample no. MQ-I, MQ-II and MQ-III meet the specification requirement
of GSB as stipulated in MoRT&H. LL and PI of these samples are non-plastic and are
within the limiting value as stipulated in the MoRT&H specification for GSB materials
(Limiting value for LL is 25% and for PI is 6%). Thus all the samples from Nongstoin meets
the required specification of GSB material as stipulated in MoRT&H and comes under
close graded grading-I and tested for soaked CBR at 98% of MDD.
The CBR was found to be more than 30%, which is the limiting value as per the laid
standards and can be used in granular sub base. Water absorption of the coarser
material has been checked and found to be less than 2%.
As an alternative source for GSB material the crushed aggregate of AQ-V and stone dust
were blended at different ratio and tested for the suitability. Test result shows that the
all the blended gradation comes under close graded grading-I as stipulated in MoRT&H
specification. The LL & PI of the blended sample fulfills the required specification of
MoRT&H. The blended material is then tested for CBR at 98% of MDD for the best fit
gradations and found to be more than 30%, which is the minimum requirement of CBR
for use in GSB. The water absorption of the coarse fraction is found to be less than 2%.
10% fines value is found to be more than 50KN. Crushed aggregate can also be blended
with the stone dust at different ratio for use in GSB course as these quarries fulfill the
physical requirement of coarse aggregate of MoRT&H specification (Test results: Table -
3.4 attached at the end of this chapter)
3.7 Axle-Load Survey
3.7.1 Analysis of Axle-load Survey Data
Methodology
The axle weight data obtained from the axle load surveys were compiled and analyzed
to obtain the vehicle loading behavior along the existing road. The data have been
analyzed vehicle type-wise to obtain the following information:
 Gross-Vehicle Weight (GVW) and Single Axle Weight (SAW) distribution; and,
 Vehicle damage factor, i.e. Equivalent Single Axle (ESA) load factor.
The Equivalent Single Axle (ESA) load factor (termed as “vehicle damage factor, VDF) for
each vehicle has been calculated as per the following relationship:
LE
 AXL j 
VDFk   
where,  SXL j 
VDFk is equivalent Single Axle load factor
LE is Axle Load Equivalency exponent
AXLj is load on axle, j
SXLj is standard load for axle, taken as 8.16 Tonnes for Single Axle load and 14.968 for
Tandem Axle load as specified in IRC: 37-2018.
The VDF values calculated for different vehicle types in each direction are shown in
Table-3.6
Table-3.6: Vehicle damage factor for Different types of Vehicles
S. No Vehicle Type Km - 17.00 (Near

Joypur village)
1 LCV 1.56
2 Bus 1.25
3 2-axle Truck 3.20
4 3-Axle Truck 4.68
Figure 3. Vehicle damage factor for Different types of Vehicles

3.8 Inventory and Condition Survey of Bridge
There exist only 5 Bridges and all bridges are in Fair condition. Inventory of Bridges is given
in Table 3.7 at the end of this chapter.
3.9 Inventory and Condition Survey of Culverts
A total of 309 culverts exist in the project road, out of which 300 culverts are pipe and 7
no’s are stone culverts and rest 2 are RCC slab type. Inventory of Culverts is given in Table
3.8 at the end of this chapter.
Lab Report No
AQ-I
AQ-II
AQ-III
AQ-IV
25mm IS
70
100
100
Sieve
20mm IS
85
20
100
Sieve
90mm
12.5mm IS
5
4
38
Sieve
IS 2386 (Part I)
Grain Size Analysis
6.3mm IS
2
0
Aggregate size more than
22
Percentage Passing Through
Sieve
Chapter – 3 (Engineering Survey & Investigation)
Flakiness and Elongation

-
38
42
35
Indices (%)
(IS 2386 Part I)
DPR of Mawshynrut-Hahim (Athiabari) Project road in Meghalaya

Water Absorption (%)
3.02
1.62
2.02
0.74
(IS 2386 Part III)
Specific Gravity
2.73
2.93
2.79
2.97
(IS 2386 Part III)
AIV (DRY TEST %)

9.00
12.00
11.00
12.00
(IS-2386 Part IV)
L&W Infrastructures Pvt. Ltd

Coating and Stripping of
Bitumen-Aggregate mixtures
<95%
<95%
<95%
<95%
(IS-6241) Without anti

27
stripping agent
Table-3.3: SUMMARY OF LABORATORY TEST RESULTS ON AGGREGATES
Coating and Stripping of

Bitumen-Aggregate mixtures
>95%
>95%
>95%
>95%
(IS-6241) With anti stripping

agent 0.6%
Soudness
(% Loss with sodium suphate)
4.64
4.58
4.83
13.35
( IS 2386 Part V)
Nongstoin Name of Quarry Area

Table- 3.4: SUMMARY OF LABORATORY TEST RESULTS ON SAND SAMPLES
CONFIRMING TO ZONE
Grain Size Analysis
Percentage passing from IS sieves
FM
Lab Sample No
4.75 2.36 1.18 600 300 150 75M
10MM
MM MM MM MIC MIC MIC IC
SQ-I 99 93 85 77 42 15 1 1 2.87 None
SQ-I (After
screening through 100 100 92 83 46 17 1 1 2.61 Zone-II
4.75mm IS sieve)
SQ-II 99 87 67 47 21 8 1 0 3.70 None
SQ-II (After
screening through 100 100 77 54 24 9 1 1 3.35 Zone-I
4.75mm IS sieve)
SQ-III 100 99 93 82 58 36 6 3 2.26 Zone-III
Table-3.5: SUMMARY OF TEST RESULTS OF STONE DUST WITH QUARRY CRUSHED AGGREGATE FOR USE IN GSB
10 % Fines Value (KN)

Plasticity Index (%)
Suitability for GSB

Total percentage passing from IS sieves after MoRT&H Heavy Soaked CBR at
Water absorption
Percentage passing from IS sieves Ratio
Liquid Limit (%)

IS SIEVE blending stone dust with crushed aggregate Grading compaction 98% of MDD
DESIGNATION
(%)
26.5 mm
4.75 mm
2.36 mm
425 mic
4.75 mm
2.36 mm
26.5 mm
9.5 mm
Crushed CLOSE-
425 mic
75 mm
53 mm
75 mic
75 mm
53 mm
9.5 mm
75 mic
Stone MDD OMC Average
Aggregat GRADED CBR (%)
Dust (gm/cc) (%) CBR (%)
Sample No. e (Grading)
Stone dust 100 100 100 100 100 92 32 9
AQ-V 100 92 66 33 5 3 2 1 25 75 100 94 75 50 29 25 10 3 I
51.0
30 70 100 94 76 53 34 30 11 3 I 22 NP 152 0.76 2.29 6.8 55.0 52.0 Yes
49.0
35 65 100 95 78 56 38 34 13 4 I
Table 3.7: Detailed Bridge Inventory
EXISTING
Sr Name of Existing
Span Width of Condition
No. River /Nala Chainage Type Length
Arrangment carriageway
1 Stream 1+025 Rcc 1X10.50 10.5 10.70 Fair
2 Stream 2+379 Rcc 2X16.5 33 10.690 Fair
3 Stream 3+175 Rcc 1X9 9 7.96 Fair
4 Stream 9+083 Rcc 1X9 9 7.96 Fair
5 Stream 15+366 Rcc 1X12 12 8.460 Fair
Table 3.8: Detailed Culvert Inventory

EXISTING
Location Type of No. Of

Sl. No. Span Arrangement and
(km ) structures Pipe Width of culvert Invert
Total ventway (No.x vent height (m) Remarks
(m) level(m)
Length(mm)
1 0+203 PIPE 1 1X1200 - - - Good
2 0+302 PIPE 1 1X1200 - - - Good
3 0+443 PIPE 1 1X1200 - - - Good
4 0+522 PIPE 1 1X1200 - - - Good
5 0+607 PIPE 1 1X1200 - - - Good
6 0+675 PIPE 1 1X1200 - - - Good
7 0+725 PIPE 1 1X1200 - - - Good
8 0+768 PIPE 1 1X1200 - - - Good
9 0+810 RCC SLAB 1 600 8.85 949.888 0.700 Good
10 0+829 PIPE 1 1X1200 - - - Good
11 0+999 PIPE 1 1X1200 - - - Good
12 1+050 PIPE 1 1X900 - - - Good
13 1+125 PIPE 1 1X1200 - - - Good
14 1+201 PIPE 1 1X1200 - - - Good
15 1+225 PIPE 1 1X1200 - - - Good
16 1+344 PIPE 1 1X1200 - - - Good
17 1+472 PIPE 1 1X1200 - - - Good
18 1+636 PIPE 1 1X1200 - - - Good
19 1+704 PIPE 1 1X1200 - - - Good
20 1+812 PIPE 1 1X1200 - - - Good
21 1+905 RCC SLAB 1 1.40 8.52 941.413 1.300 Good
22 2+080 STONE 1 - - - - Good
EXISTING

(m) level(m)
Length(mm)
23 2+134 PIPE 1 1X1200 - - - Good
24 2+200 PIPE 1 1X1200 - - - Good
25 2+441 PIPE 1 1X1200 - - - Good
26 2+573 PIPE 1 1X1200 - - - Good
27 2+666 PIPE 1 1X1200 - - - Good
28 2+738 PIPE 1 1X1200 - - - Good
29 2+800 PIPE 1 1X1800 - - - Good
30 3+047 PIPE 1 1X1200 - - - Good
31 3+068 PIPE 1 1X1200 - - - Good
32 3+124 PIPE 1 1X1200 - - - Good
33 3+175 PIPE 1 1X1200 - - - Good
34 3+335 PIPE 1 1X1200 - - - Good
35 3+370 STONE - - - - Good
36 3+475 PIPE 1 1X1200 - - - Good
37 3+523 PIPE 1 1X1200 - - - Good
38 3+618 PIPE 1 1X1200 - - - Good
39 3+680 PIPE 1 1X1200 - - - Good
40 3+775 PIPE 1 1X1200 - - - Good
41 3+859 PIPE 1 1X1200 - - - Good
42 3+917 PIPE 1 1X1200 - - - Good
43 3+945 PIPE 1 1X1200 - - - Good
44 4+023 PIPE 1 1X1500 - - - Good
45 4+334 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
46 4+422 PIPE 1 1X1500 - - - Good
47 4+483 STONE - - - Good
48 4+570 STONE - - - Good
49 4+796 PIPE 1 1X1500 - - - Good
50 4+835 PIPE 1 1X1500 - - - Good
51 4+960 PIPE 1 1X1500 - - - Good
52 5+023 PIPE 1 1X1500 - - - Good
53 5+153 PIPE 1 1X1500 - - - Good
54 5+248 PIPE 3 1X1500 - - - Good
55 5+356 PIPE 1 1X1500 - - - Good
56 5+420 PIPE 1 1X1500 - - - Good
57 5+477 PIPE 1 1X1500 - - - Good
58 5+512 PIPE 1 1X1500 - - - Good
59 5+617 PIPE 1 1X1500 - - - Good
60 5+760 PIPE 1 1X1500 - - - Good
61 5+838 PIPE 1 1X1500 - - - Good
62 6+052 PIPE 1 1X1500 - - - Good
63 6+113 PIPE 1 1X1500 - - - Good
64 6+265 PIPE 2 1X1500 - - - Good
65 6+273 PIPE 2 1X1500 - - - Good
66 6+336 PIPE 1 1X1500 - - - Good
67 6+359 PIPE 1 1X1500 - - - Good
68 6+617 PIPE 2 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
69 6+661 PIPE 2 1X1500 - - - Good
70 6+711 PIPE 1 1X1500 - - - Good
71 6+780 PIPE 1 1X1500 - - - Good
72 6+890 PIPE 1 1X1500 - - - Good
73 6+980 PIPE 2 1X1500 - - - Good
74 7+091 PIPE 1 1X1500 - - - Good
75 7+145 PIPE 1 1X1500 - - - Good
76 7+318 PIPE 1 1X1500 - - - Good
77 7+410 PIPE 1 1X1500 - - - Good
78 7+508 PIPE 2 1X1200 - - - Good
79 7+625 PIPE 1 1X1200 - - - Good
80 7+775 PIPE 1 1X1200 - - - Good
81 7+915 PIPE 2 1X1200 - - - Good
82 7+997 PIPE 2 1X1500 - - - Good
83 8+308 PIPE 1 1X1500 - - - Good
84 8+342 PIPE 1 1X1500 - - - Good
85 8+485 PIPE 1 1X1200 - - - Good
86 8+560 PIPE 1 1X1500 - - - Good
87 8+717 PIPE 1 1X1200 - - - Good
88 8+868 PIPE 1 1X1200 - - - Good
89 9+276 STONE 1 0.60 - 822.668 - Good
90 9+392 PIPE 1 1X1200 - - - Good
91 9+591 PIPE 1 1X1200 - - - Good
EXISTING

(m) level(m)
Length(mm)
92 9+914 PIPE 1 1X1200 - - - Good
93 10+000 PIPE 1 1X1500 - - - Good
94 10+035 PIPE 1 1X1200 - - - Good
95 10+076 PIPE 1 1X1200 - - - Good
96 10+237 PIPE 1 1X1500 - - - Good
97 10+563 PIPE 1 1X1200 - - - Good
98 10+711 PIPE 1 1X1200 - - - Good
99 10+875 PIPE 1 1X900 - - - Good
100 11+076 PIPE 1 1X1200 - - - Good
101 11+260 PIPE 1 1X1200 - - - Good
102 11+360 PIPE 1 1X1200 - - - Good
103 11+496 PIPE 1 1X1200 - - - Good
104 11+730 PIPE 1 1X1200 - - - Good
105 11+978 STONE 1 1.024 810.087 0.237 Good
106 12+031 PIPE 1 1X1200 - - - Good
107 12+125 PIPE 1 1X1500 - - - Good
108 12+126 PIPE 1 1X1200 - - - Good
109 12+167 PIPE 1 1X1200 - - - Good
110 12+380 PIPE 1 1X1200 - - - Good
111 12+420 PIPE 1 1X1200 - - - Good
112 12+549 PIPE 1 1X1200 - - - Good
113 12+722 PIPE 1 1X1200 - - - Good
114 12+876 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
115 12+927 PIPE 1 1X1500 - - - Good
116 13+152 PIPE 1 1X1200 - - - Good
117 13+304 PIPE 1 1X1200 - - - Good
118 13+425 PIPE 1 1X1200 - - - Good
119 13+560 PIPE 1 1X1500 - - - Good
120 13+664 PIPE 1 1X1500 - - - Good
121 13+793 PIPE 1 1X1500 - - - Good
122 13+857 STONE 2.686 9.26 733.578 0.4 Good
123 13+933 PIPE 1 1X1500 - - - Good
124 13+970 PIPE 1 1X1500 - - - Good
125 14+026 PIPE 1 1X1200 - - - Good
126 14+269 PIPE 1 1X1500 - - - Good
127 14+405 PIPE 1 1X1500 - - - Good
128 14+588 PIPE 1 1X1500 - - - Good
129 14+663 PIPE 1 1X1500 - - - Good
130 14+840 PIPE 1 1X1200 - - - Good
131 15+046 PIPE 1 1X1500 - - - Good
132 15+260 PIPE 1 1X1500 - - - Good
133 15+688 PIPE 1 1X1500 - - - Good
134 15+958 PIPE 1 1X1500 - - - Good
135 16+028 PIPE 1 1X1500 - - - Good
136 16+079 PIPE 1 1X1500 - - - Good
137 16+651 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
138 16+844 PIPE 1 1X1500 - - - Good
139 17+295 PIPE 1 1X1500 - - - Good
140 17+390 PIPE 1 1X1200 - - - Good
141 17+451 PIPE 1 1X1500 - - - Good
142 17+625 PIPE 1 1X1500 - - - Good
143 17+747 PIPE 1 1X1200 - - - Good
144 17+880 PIPE 1 1X1500 - - - Good
145 17+980 PIPE 1 1X1200 - - - Good
146 18+135 PIPE 1 1X1200 - - - Good
147 18+198 PIPE 1 1X1200 - - - Good
148 18+272 PIPE 1 1X1200 - - - Good
149 18+328 PIPE 1 1X1200 - - - Good
150 18+453 PIPE 1 1X1500 - - - Good
151 18+589 PIPE 1 1X1500 - - - Good
152 18+710 PIPE 1 1X1500 - - - Good
153 18+815 PIPE 1 1X1200 - - - Good
154 18+886 PIPE 1 1X1200 - - - Good
155 19+045 PIPE 1 1X1500 - - - Good
156 19+403 PIPE 1 1X1200 - - - Good
157 19+548 PIPE 1 1X1200 - - - Good
158 19+614 PIPE 1 1X1500 - - - Good
159 19+673 PIPE 1 1X1500 - - - Good
160 19+717 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
161 19+767 PIPE 1 1X1200 - - - Good
162 19+968 PIPE 1 1X1500 - - - Good
163 20+089 PIPE 1 1X1500 - - - Good
164 20+262 PIPE 1 1X1500 - - - Good
165 20+305 PIPE 1 1X1500 - - - Good
166 20+566 PIPE 1 1X1500 - - - Good
167 20+740 PIPE 1 1X1500 - - - Good
168 20+840 PIPE 1 1X1200 - - - Good
169 21+062 PIPE 1 1X1200 - - - Good
170 21+140 PIPE 1 1X1200 - - - Good
171 21+205 PIPE 1 1X1500 - - - Good
172 21+293 PIPE 1 1X1200 - - - Good
173 21+607 PIPE 1 1X1500 - - - Good
174 21+807 PIPE 1 1X1500 - - - Good
175 21+918 PIPE 1 1X1500 - - - Good
176 21+977 PIPE 1 1X1500 - - - Good
177 22+016 PIPE 1 1X1500 - - - Good
178 22+195 PIPE 1 1X1200 - - - Good
179 22+286 PIPE 1 1X1200 - - - Good
180 22+510 PIPE 1 1X1500 - - - Good
181 22+719 PIPE 1 1X1500 - - - Good
182 22+847 PIPE 1 1X1500 - - - Good
183 22+877 PIPE 1 1X1200 - - - Good
EXISTING

(m) level(m)
Length(mm)
184 22+947 PIPE 1 1X1200 - - - Good
185 23+151 PIPE 1 1X1200 - - - Good
186 23+267 PIPE 1 1X1200 - - - Good
187 23+321 PIPE 1 1X1200 - - - Good
188 23+625 PIPE 1 1X1500 - - - Good
189 23+763 PIPE 1 1X1200 - - - Good
190 23+780 PIPE 1 1X1200 - - - Good
191 23+852 PIPE 1 1X1200 - - - Good
192 23+952 PIPE 1 1X1200 - - - Good
193 24+119 PIPE 1 1X1500 - - - Good
194 24+150 PIPE 1 1X1500 - - - Good
195 24+199 PIPE 1 1X1500 - - - Good
196 24+221 PIPE 1 1X1200 - - - Good
197 24+286 PIPE 1 1X1500 - - - Good
198 24+358 PIPE 1 1X1200 - - - Good
199 24+483 PIPE 1 1X1200 - - - Good
200 24+590 PIPE 1 1X1500 - - - Good
201 24+745 PIPE 1 1X1500 - - - Good
202 24+817 PIPE 1 1X1200 - - - Good
203 25+023 PIPE 1 1X1200 - - - Good
204 25+108 PIPE 1 1X1500 - - - Good
205 25+200 PIPE 1 1X1500 - - - Good
206 25+305 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
207 25+543 PIPE 1 1X1500 - - - Good
208 25+730 PIPE 2 1X1500 - - - Good
209 25+770 PIPE 1 1X1500 - - - Good
210 25+841 PIPE 1 1X1500 - - - Good
211 26+038 PIPE 1 1X1500 - - - Good
212 26+100 PIPE 1 1X1500 - - - Good
213 26+158 PIPE 1 1X1200 - - - Good
214 26+295 PIPE 1 1X1200 - - - Good
215 26+400 PIPE 1 1X1500 - - - Good
216 26+555 PIPE 1 1X1200 - - - Good
217 26+610 PIPE 1 1X1500 - - - Good
218 26+698 PIPE 1 1X1500 - - - Good
219 26+897 PIPE 1 1X1200 - - - Good
220 27+020 PIPE 1 1X1200 - - - Good
221 27+067 PIPE 1 1X1200 - - - Good
222 27+144 PIPE 1 1X1200 - - - Good
223 27+290 PIPE 1 1X1200 - - - Good
224 27+426 PIPE 1 1X1500 - - - Good
225 27+479 PIPE 1 1X1200 - - - Good
226 27+595 PIPE 1 1X1500 - - - Good
227 27+831 PIPE 1 1X1500 - - - Good
228 27+947 PIPE 1 1X1500 - - - Good
229 28+090 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
230 28+182 PIPE 1 1X1500 - - - Good
231 28+279 PIPE 1 1X1200 - - - Good
232 28+300 PIPE 1 1X1500 - - - Good
233 28+425 PIPE 1 1X1500 - - - Good
234 28+598 PIPE 1 1X900 - - - Good
235 28+691 PIPE 1 1X1500 - - - Good
236 28+790 PIPE 1 1X1500 - - - Good
237 28+997 PIPE 1 1X1500 - - - Good
238 29+070 PIPE 1 1X1500 - - - Good
239 29+120 PIPE 1 1X1500 - - - Good
240 29+225 PIPE 1 1X1200 - - - Good
241 29+297 PIPE 1 1X1200 - - - Good
242 29+413 PIPE 1 1X900 - - - Good
243 29+522 PIPE 1 1X1200 - - - Good
244 29+577 PIPE 1 1X1500 - - - Good
245 29+683 PIPE 1 1X1200 - - - Good
246 29+785 PIPE 1 1X1500 - - - Good
247 29+968 PIPE 1 1X1200 - - - Good
248 30+140 PIPE 1 1X1500 - - - Good
249 30+184 PIPE 1 1X1200 - - - Good
250 30+230 PIPE 1 1X900 - - - Good
251 30+296 PIPE 1 1X1200 - - - Good
252 30+468 PIPE 1 1X1200 - - - Good
EXISTING

(m) level(m)
Length(mm)
253 30+816 PIPE 1 1X1200 - - - Good
254 31+230 PIPE 1 1X900 - - - Good
255 31+335 PIPE 1 1X1500 - - - Good
256 31+648 PIPE 1 1X1200 - - - Good
257 31+760 PIPE 1 1X1500 - - - Good
258 31+830 PIPE 1 1X1200 - - - Good
259 32+277 PIPE 1 1X1200 - - - Good
260 32+312 PIPE 1 1X1200 - - - Good
261 32+460 PIPE 1 1X1500 - - - Good
262 32+550 PIPE 1 1X1500 - - - Good
263 32+642 PIPE 1 1X1500 - - - Good
264 32+698 PIPE 1 1X1500 - - - Good
265 32+809 PIPE 1 1X1500 - - - Good
266 32+885 PIPE 1 1X1500 - - - Good
267 33+018 PIPE 1 1X1500 - - - Good
268 33+045 PIPE 1 1X1200 - - - Good
269 33+128 PIPE 1 1X1200 - - - Good
270 33+255 PIPE 1 1X1500 - - - Good
271 33+353 PIPE 1 1X1500 - - - Good
272 33+405 PIPE 1 1X1500 - - - Good
273 33+485 PIPE 1 1X1500 - - - Good
274 33+602 PIPE 1 1X1500 - - - Good
275 33+353 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
276 33+743 PIPE 1 1X1500 - - - Good
277 33+842 PIPE 1 1X1500 - - - Good
278 33+940 PIPE 1 1X1500 - - - Good
279 33+989 PIPE 1 1X1200 - - - Good
280 34+155 PIPE 1 1X1200 - - - Good
281 34+211 PIPE 1 1X1500 - - - Good
282 34+348 PIPE 1 1X1500 - - - Good
283 34+431 PIPE 1 1X1500 - - - Good
284 34+570 PIPE 1 1X1500 - - - Good
285 34+668 PIPE 1 1X1500 - - - Good
286 34+747 PIPE 1 1X1500 - - - Good
287 34+865 PIPE 1 1X1500 - - - Good
288 35+015 PIPE 1 1X1200 - - - Good
289 35+156 PIPE 1 1X1200 - - - Good
290 35+199 PIPE 1 1X1500 - - - Good
291 35+235 PIPE 1 1X1200 - - - Good
292 35+415 PIPE 1 1X1200 - - - Good
293 35+530 PIPE 1 1X1500 - - - Good
294 35+578 PIPE 1 1X1500 - - - Good
295 35+659 PIPE 1 1X1500 - - - Good
296 35+789 PIPE 1 1X1200 - - - Good
297 35+882 PIPE 1 1X1500 - - - Good
298 35+962 PIPE 1 1X1500 - - - Good
EXISTING

(m) level(m)
Length(mm)
299 36+087 PIPE 1 1X1200 - - - Good
300 36+140 PIPE 1 1X1500 - - - Good
301 36+292 PIPE 1 1X1200 - - - Good
302 36+345 PIPE 1 1X1200 - - - Good
303 36+416 PIPE 1 1X1200 - - - Good
304 36+707 PIPE 1 1X1200 - - - Good
305 36+908 PIPE 1 1X1500 - - - Good
306 36+974 PIPE 1 1X1200 - - - Good
307 37+221 PIPE 1 1X1200 - - - Good
308 37+442 PIPE 1 1X1500 - - - Good
309 37+493 PIPE 1 1X1500 - - - Good
Table 3.9: List of GPS Pillars
EXISTING PILER NO.

SR.NO. EASTING NORTHING ELEVATION
CHAINAGE (GPS)
1 0+000 1 305876.573 2840389.597 1000.000
2 0+990 2 305950.136 2840440.302 997.890
3 4+884 3 304759.000 2843547.686 938.400
4 4+938 4 304802.387 2843583.395 937.081
5 9+805 5 305020.111 2846101.874 833.625
6 9+866 6 305060.737 2846157.950 833.016
7 14+704 7 306250.936 2849373.343 744.116
8 14+798 8 306307.424 2849449.614 744.392
9 19+640 9 309093.676 2852290.694 626.896
10 19+687 10 309114.406 2852336.845 625.616
11 24+564 11 311175.733 2854665.130 579.995
12 24+609 12 311199.255 2854695.720 578.963
13 29+590 13 312339.783 2857593.503 444.674
14 29+664 14 312404.471 2857556.560 440.822
15 37+600 15 316488.777 2860616.469 96.350
16 37+642 16 316488.790 2860654.836 96.626
Chapter – 4 (Traffic Analysis & Forcast) 46
4 . 0 T R A F F I C A N A LY S I S & D E M A N D F O R E C A S T
4.1 General
Traffic analysis and forecast form key and important elements of any Project Report
preparation. They have a direct bearing on several aspects. Some of these include lane width
requirements and pavement thickness, design features and elements, and wayside facilities.
All these signify the importance of base year and design year traffic which determines the type
and level of facility to be planned and developed, which in turn forms the base towards
determining the up gradation cost. Given this, decisions on the type of traffic surveys,
locations and duration have therefore been taken judiciously to arrive at representative traffic
flows on the various sections, traffic desire patterns and characteristics.
widening to Intermediate Lane and improvement of about 38 km length of state road stretch
from Mawshynrut (Sonapahar) to Hahim (Athiabari) (Meghalaya/ Assam Border in the West
Khasi Hill District of State of Meghalaya to augment capacity of the road, with enhanced safety
features under North East Road Sector Department Scheme (NERDS) in the state of
Meghalaya..
The project road originates from km 41.600 of 127 B (i.e. Nongstoin – Tura Road) at a junction
near Riangdo traverses through Nongprut Village, Thangtngaw Village, Parohram Village,
Umsopien Village, and terminates at Athiabari (Meghalaya / Assam Border.
4.2 Identification of Homologous Sections for Traffic Survey

To comprehensively appreciate the traffic and travel characteristics on the project corridor
locations and duration, identified at the inception stage of the study have been followed
during data collection exercise with minor modifications on account of site conditions. With a
view to capture section wise traffic flow characteristics, the total stretch has been segmented
into three homogeneous sections, based upon the major intersections that act as main
collectors or distributors of traffic along the project corridor; i.e., sections of more or less
similar traffic characteristics. The homogeneous sections identified are tabulated below (Table
4.1).
Table 4.1: Homogeneous Section
Homogeneous Section Chainage Length (km)
Section 1 Km 0+000 – Km 37+654 37.646
4.3 Traffic Survey Location and Schedule

The survey schedule and survey locations are presented in Table 4.2 and shown in Figure
enclosed.
Table: 4.2 Type of Traffic Surveys and its locations

Type of Survey Duration No. of Location Chainage
(Km)
Classified Traffic Volume
7 Days x 24 hrs. Near Joypur village 17+000
Count Survey
Turning Movement
8 Hours At Athiabari 37+125
Survey
4.4 Survey Methodology

4.4.1 Classified Traffic Volume Count
Traffic volume count surveys were conducted at Km 17.000 (Near Joypur Villages). The survey
was conducted round-the-clock over 7 consecutive days. For recording classified mode-wise
information, vehicles were grouped under the categories as given below in Table 4.3.
Table 4.3: Vehicle Classification System adopted

Motorised Traffic Non-Motorised Traffic
2 wheelers Bicycle
Auto Rickshaw Cycle Rickshaw/ Rickshaw Van
Passenger Car : Car, Jeep, Taxi Animal Drawn/Hand Cart
Mini Bus
Bus
Standard Bus
Light Commercial Vehicle
(LCV)
2 – Axle Rigid Chassis Truck
Truck
3 – Axle Rigid Chassis Truck
4-6 Axle Trucks
Agriculture Tractor
Tractor
Tractor & Trailer
Enumerators were locally recruited and trained to conduct traffic counts. For the purpose of
counting, a day was divided into three shifts of 8 hours each and separate enumerators with a
Supervisor were assigned for each shift. The count data were recorded within 15-minute
intervals for each vehicle group in each direction.
4.5.2 Intersection Turning Movement Survey
Turning Movement Surveys were conducted at Athiabari as described in Table 4.2 covering all
movement combinations. The intersections are Three-armed T type Junctions.
4.6 Date Analysis - Classified Traffic Volume Count

4.6.1 Average Daily Traffic
The traffic data (in vehicles) collected during field surveys have been compiled and converted
into equivalent Passenger Car Units (PCU) to determine the Average Daily Traffic (ADT) in
vehicles and in PCU. Table 4.4 lists the adopted PCU equivalent for different vehicle type based
on IRC 108:1996, and also from previous similar studies (carried out in the state of Jharkhand)
for the modes not covered in the IRC guideline.
Table 4.4: Adopted PCU Equivalents for Different Vehicle Type
Vehicle Type PCU Equivalent
Two-wheeler 0.5
Auto Rickshaw 1.0
Tempo 1.0
Car/Jeep/Van 1.0
Standard Bus 3.0
Mini Bus 1.5
2-Axle Truck 3.0
3-Axle Truck 3.0
M-Axle Truck 4.5
LCV 1.5
Tractor Without Trailer 1.5
Tractor with Trailer 4.5
Cycle 0.5
Cycle Rickshaw 1.5
Animal Drawn 6.0
The Table 4.5 presents location wise traffic in Average Daily Traffic (ADT) in vehicles and in
PCU. The table also provides the total number of motorized passenger vehicles, motorized
goods vehicles and non-motorized vehicles by location on the project corridor.
Table 4.5: Average Daily Traffic (ADT) on Project Corridor by Location
Motorized Motorised Non-

Total Total
Location Passenger Goods Motorized
Vehicle PCU
Vehicle Vehicle Vehicle
Project Corridor
Near Joypur village (Km 17.00) 409 176 0 585 771
4.6.2 Daily Variation of Traffic

The location wise daily variation of traffic for the project corridor is presented in Table -4.6
and shown in figure 4.2 and 4.3.
Table 4.6: Daily Variation of Traffic on Project Corridor by Location
Location Day-1 Day-2 Day-3 Day-4 Day-5 Day-6 Day-7

Near Joypur village (Km 17.00)
Motorized Passenger Vehicle 290 427 419 419 450 431 429
Motorised Goods Vehicle 135 184 175 180 184 187 188
Non-Motorized Vehicle 0 0 0 0 0 0 0
Total Vehicle 415 610 594 599 634 618 617
Total PCU 576 817 767 779 833 812 812
700
Animal / Hand Cart
600 Cycle Rickshaw
Cycle
500
Standard Bus
VOLUME
400 Minibus
LCV
300
Tractor Trailer
200 Tractor
4-6 Axle
100
3-Axle Truck
0 2-Axle Truck
30/6/2020 1/7/2020 2/7/2020 3/7/2020 4/7/2020 5/7/2020 6/7/2020 3- Wheelers
DATE 2- Wheelers
Figure 4.1 Date wise Traffic composition (in Volume) at Km 17.00 (Near Joypur village)
4.6.3 Maximum, minimum and Average Traffic

The analysis of traffic volume data indicates maximum traffic volume on the Project Corridor at
Location I i.e. Km 17.00 (Near Joypur village) is 833 PCU; the average daily traffic is 771
PCU/Day. Traffic intensity over the day is shown in figures below.
4.6.4 Hourly Distribution and Directional Distribution of Traffic
Hourly Variation (Volume)

40
35
30
25
Volume
20
15
10
TIME
Figure 4.2 Hourly Variation of Traffic (in Volume) at Km 17.00 (Near Joypur village)
40
Hourly Variation (PCU)
35
30
25
20
PCU
15
10
TIME
Figure 4.3 Hourly variation of Traffic (in PCU) at Km 17.00 (Near Joypur village)
4.6.5 Traffic Composition
From the analysis of the data it can be seen that 2-wheelers Cars/jeep/taxi comprise a
significant share, ranging between 38% of the total vehicles, followed by Cars/jeep/taxi, 2-
Axle in the range of 28% & 16%. The share of commercial traffic (Buses, Trucks and LCVs) is
almost 30% of the total traffic. Non-motorized traffic, primarily bicycles is not present on the
project road. Overall traffic composition by vehicles along the project corridor presented
below.
TRAFFIC COMPOSITION (VOLUME)

Car, Jeep & Van
2- Wheelers
3- Wheelers
Cycle, 0, 0% 2-Axle Truck
Car, Jeep & Van,
Standard Bus , 3, 166, 28% 3-Axle Truck
1% 4-6 Axle
Minibus,
Tractor8, 1% LCV, 54, 2-
9% Wheelers, Tractor
Trailer, 8,
2% 223, 38% Tractor Trailer
2-Axle
Tractor, 0, 0% LCV
Truck,
4-6 Axle, 2, 0% 96, 16% Minibus
3-Axle Truck, 15, 3% Standard Bus
3- Wheelers, 9, 2% Cycle
Figure 4.4:Traffic Composition (in Volume)at Km 17.00 (Near Joypur village)
TRAFFIC COMPOSITION (PCU)

Car, Jeep & Van,
166, 22% 2- Wheelers, 112,
14% Car, Jeep & Van
Standard Bus , 9, 3- Wheelers, 9, 1% 2- Wheelers
Cycle, 0, 0%
1% 3- Wheelers
Minibus, 12, 2% 2-Axle Truck, 287,
2-Axle Truck
37%
3-Axle Truck
LCV, 81, 11%
4-6 Axle
Tractor
Tractor Trailer, 38, Tractor Trailer
5%
Tractor, 0, 0% LCV
4-6 Axle, 11, 1% 3-Axle Truck, 46, Minibus
6%
Figure 4.5: Traffic Composition (in PCU) at Km 17.00 (Near Joypur village)
4.6.6 Directional Distribution
Like hourly variations, directional distribution of traffic will be useful in the Capacity and LOS
analysis and in planning of various road side infrastructure facilities, etc.
The directional distribution observed at the count stations on the Project Road have been
presented in Table 4.7.
Table 4.7 : Directional Distribution

Near Joypur Village (Km 17.00)
Time Interval
(Hour) Directional Distribution
Traffic (PCU)
(%)
Nonstoin Laitjynrai Nonstoin

From To Laitjynrai (Dn)
(Up) (Dn) (Up)
8 9 28 22
56.00 44.00
9 10 36 27
57.14 42.86
10 11 38 34
52.78 47.22
11 12 35 42
45.45 54.55
12 13 36 30
54.55 45.45
13 14 25 29
46.30 53.70
14 15 24 25
48.98 51.02
15 16 28 29
49.12 50.88
16 17 27 24
52.94 47.06
17 18 25 31
44.64 55.36
18 19 25 18
58.14 41.86
19 20 18 16
52.94 47.06
20 21 12 8
60.00 40.00
21 22 9 6
60.00 40.00
22 23 3 1
75.00 25.00
23 0 1 0
100.00 0.00
0 1 1 0 100.00 0.00
1 2 0 0 0.00 0.00
2 3 1 0 100.00 0.00
3 4 1 0 100.00 0.00
4 5 0 0 0.00 0.00
5 6 6 6 50.00 50.00
6 7 8 9 47.06 52.94
7 8 15 12 55.56 44.44
Total 402 369 52.14 47.86
4.6.7 Seasonal Correction

The traffic plying on any road generally varies over different periods of year depending on the
cycle of different socio-economic activities in the regions through which it passes. Therefore,
in order to have more realistic picture of the traffic on the project road, it is required to assess
seasonal variation in traffic to estimate Annual Average Daily Traffic (AADT) and Peak Season
ADT. Therefore, the ADT observed during the survey duration is multiplied by a Seasonal
Correction Factor (SCF) to derive AADT and Peak season ADT. The seasonal correction factor is
generally derived from secondary data sources such as past month-wise traffic data on the
project road, sales of fuel at different filling stations along the project road etc.
For this project, during traffic survey it was observed that the major part of the traffic is trucks
carrying coal and Stone boulders etc. to their respective destinations. In rainy season due to
the heavy rain the traffic movement in this area decreases significantly. The traffic increases
back after Rainy season and it is learnt from local persons that the maximum
A. Seasonal Correction Factor
For the present study, firstly the petrol and diesel sale figures have been used from different
petrol pumps on & near the project road. The petrol and diesel fuel sale data for the years
2019 - 2020 have been collected and analyzed for estimation of Average Seasonal Correction
Factor (ASCF) and Peak Seasonal Correction Factor (PSCF). As the traffic surveys were
conducted in the month of March, the above factors for the month of March is considered.
The fuel sales figures at the filling station in the region are presented season wise as per Table
4.5is shown in Figure 4.6 and Figure 4.7.
Table 4.8: Summary of Seasonal Variation Factor
Diesel Petrol
Average Average
Month Sale (in Seasonal Sale (in Seasonal
SI * SI
litre) Correction litre) Correction
Factor Factor
1 2 3 4 5 6 7
January 61,500 0.75 1.09 23,600 0.71 1.15
February 65,000 0.79 1.03 23,400 0.71 1.16
March 67,850 0.83 0.99 27,900 0.84 0.97
April 72,120 0.88 0.93 30,100 0.91 0.90
May 79,900 0.97 0.84 32,400 0.98 0.84
June 82,050 1.00 0.82 33,100 1.00 0.82
July 60,200 0.73 1.12 25,500 0.77 1.06
August 61,500 0.75 1.09 22,250 0.67 1.22
September 58,700 0.72 1.14 23,400 0.71 1.16
October 65,800 0.80 1.02 27,500 0.83 0.98
November 67,000 0.82 1.00 29,000 0.88 0.93
December 64,800 0.79 1.04 26,800 0.81 1.01
Diesel Sale Data
90,000
80,000
70,000
60,000
50,000
40,000
30,000
20,000
10,000
0
Figure 4.6:Diesel Sale Data
Petrol Sale Data
35,000
30,000
25,000
20,000
15,000
10,000
5,000
0
Figure 4.7:Petrol Sale Data

The Average Seasonal Correction Factor (ASCF) has been applied on the ADT observed at the
count location to derive AADT which will be used for pavement design and Capacity
Assessment.
From above table it can be observed that an Average Seasonal Correction Factor (ASCF) of
0.93 for vehicles runs on Diesel (like LCV, 2-Axle, 3-Axle trucks etc) & ASCF of 0.9 i.e. petrol
vehicles are same without any variation.
4.6.8 Average Annual daily Traffic

The project corridor lies in the west kais hills district of state of Meghalaya. Although the traffic
flow in the project corridor does not count in heavy traffic but in rainy season i.e. from July to
September due to heavy rains in the area traffic flow falls significantly throughout the project
corridor. Hence, a seasonal correction factor of 1 respectively for diesel and petrol driven
vehicles is applied to calculate the Average Annual Daily Traffic (AADT).
Table 4.9: Average Annual Daily Traffic (AADT)

Vehicle Type Near Joypur Village
(Km 17.00)
Two Wheeler 223
Auto Rickshaw 9
Mini / RTVs Bus 8
Standard Bus 3
2-Axle 96
3-Axle 16
MAV 2
Agriculture Tractor withTrailer 8
Total Motorised Vehicles (Number) 585
Total Motorised Vehicles (PCU) 771
Note: Non-motorized vehicles not seen in the project corridor during the traffic survey.
4.6.9 Intersection Turning Movement Counts

. Intersection turning movement surveys were carried out at the identified intersection on the
project road. The locations considered for intersection turning movement surveys is as
described earlier. For ready reference these are listed again below.
3 legged junction at Athiabari - Km 37+175
Classified directional turning movements were counted at each of the above two intersections
for one day (08 hrs) on a working day. Trained enumerators, under careful supervision of
Transport Planners, have carried out these surveys.
The peak hour flows (in vehicles and PCUs) have been presented in Figures 4.8 & 4.9.
Fig 4.8: Peak Hour Flow Diagram in PCUs per Hour at Athiabari (37+125)
Fig 4.9 : Peak Hour Flow Diagram Vehicle per hour at Athiabari (37+125)
4.6.10 Forecasts of Intersection Turning Movements

The peak hour turning movements at various major junctions on the Project Road (presented
earlier in Section 1.3.4) have been forecasted. These forecasts consider the likely growth in the
traffic at intersections. Forecasts of peak hour intersection turning movements are given in
IRC: 92-1985 9, Section 3, specifies warrants for providing grade separation.
Since the Project Road will not be developed to expressway standards or with full access
control, grade separators are needed when the total peak hour traffic at a junction exceeds
10,000 PCUs/hr. The following table shows that the peak hour intersection flow doesn’t reach
10,000 PCUs/hr for any locations.
Table 4.10 : Summary of Peak Hour Intersection Flows

Sl.No. Name of Total Peak Hr Flow
Intersection Number PCU
1 Athiabari - Km 37+175 3 legged 100 170
4.7 Traffic Projection

It is always a tough task to predict traffic volume levels for future years considering
uncertainties as persisted in the past and as perceived in the future. These uncertainties are in
policy, investment priorities, etc and hence on overall growth patterns. The investment
priorities as known are governed by various factors apart from the demand, assessed benefits,
and cost of the project. Demand is a factor governing which type of facility / infrastructure is to
be created. This in turn determines likely benefits and costs to develop the same. A road
project of this nature calls for significant investment. Prediction of traffic demand hence
becomes an important task and has to be carried out accurately. The estimation of traffic
forms the basis for the design of the facility and governs the viability of the project.
Recognizing this, efforts are made to carefully assess all the parameters that govern the traffic
demand in the future. It is also important to note that no prediction should ignore different
techniques and different scenarios at a broader level. Therefore, the following sections discuss
traffic projections based on different techniques and considerations. The theme of different
considerations in any technique remains to relate economic growth with vehicular growth. For
traffic forecast Econometric Model (as suggested in IRC: 108, 1996) is adopted for present
project.
Econometric Model
This model is based on the IRC: 108-1996 guidelines. It suggests relating traffic with GDP of
State. Past GDP has been collected from the Economic Survey, Government of India. The
model was constructed based on traffic data available for each of the two locations and time
series GDP in Crore. separately. The model for predicting elasticity values for the project
corridor is given below:
Ln (P) = m x Ln(GDP) + A
Where, P = Traffic volume (Mode wise)
GDP = Gross Domestic Product (in Rs. Crore)
A = Regression Constant
m = Elasticity coefficient (Regression Coefficient)
The Elasticity Coefficient is the factor by which the GDP growth has been multiplied to arrive at
the growth rate of future traffic by mode as shown in equations (Table 5.9). As suggested we
also found that the GDP growth rate as single independent variable is not appropriate and this
calls for micro level approach using state NSDPs.
The traffic growth of each type of vehicle has been related to the following factors:
(a) Passenger Vehicles : Population growth and Per Capita Income
Growth rate;
(b) Freight Vehicles : Avg. Growth rate for Agricultural and Industrial
Sector
1. Traffic projections for Passenger Vehicles were done using the formula:
 p  R  
  1   1    1 x 100 x E
 100  100  
Where:
P - Growth rate of population
R - Growth rate of per capita NSDP &
E - Elasticity
2. Traffic projections for Goods Vehicles were done using the formula:
 A  G  
  1   1    1 x 100 x E
 100  100  
Where: A - growth rate of Agriculture & Industrial Sector,

G - Growth rate of GDP,
E - Elasticity
After analyzing the past trend of GDP growth rate, predicted GDP growth rate per annum as an
input to Econometric model for different time periods are as follows:
2020- 2025-
Time Period 2030-2035 2035-2040 2040-2045 2045-2050
2025 2030
Annual Average
7.0% 7.5% 7.5% 6.0% 6.0% 5.0%
GDP Growth Rate
4.7.1 Transport Demand Elasticity

Long term forecasting of the project road traffic, during the time horizon of the study, is
required for designing highway and assessing the economic viability of the proposed
investment for improving the facility. In view of this, the projecting future traffic incorporates
analysis of some of the key socio-economic characteristics and rate of change expected during
the study period in the project influence area.
Estimation of elasticity values for Passenger Vehicles & Freight vehicles based on NSDP & GDP
sector wise is given in Table 4.11.
Table 4.11: Elasticity Values of Vehicles
Explanatory Beyond
Vehicle Category 2020-2030 2030-2040 2040-2050
Variable 2050
Two Wheeler 1.15 PCI 1.05 0.97 0.90
Three Wheeler 1.24 PCI 1.15 1.02 0.99
Jeep/ Car/ Taxi 1.02 PCI 0.98 0.84 0.80
Bus & Minibus 2.85 POP 2.36 2.09 2.04
Goods vehicle 0.80 NSDP 0.6 0.65 0.60
Using the model coefficient and predicted growth rate of GDP, vehicle-wise growth rate
adopted for different locations and for different time perspective are shown in Table 4.11. As a
result of variations in elasticity for different vehicle type, growth rates for individual vehicle
type is presented below in table 4.12 also varying to significant extent. But at this stage they
are not moderated.
Table 4.12: Vehicle wise Predicted Growth Rates
Vehicle Type 2020-2025 2025-2030 2030-2035 2035-2040 Beyond 2040

Two Wheeler 5.0 5.0 5.0 5.0 5.0
Three Wheeler 5.0 5.0 5.0 5.0 5.0
Car / Jeep / Taxi 5.0 5.0 5.0 5.0 5.0
Bus / Mini Bus 5.0 5.0 5.0 5.0 5.0
Goods Vehicles 7.0 7.0 7.0 7.0 7.0
For predicting tractor (local traffic), a growth rate of 5% has been adopted as given in IRC: 102-
1998. The traffic growth rate of Non-motorized vehicles is also assumed to be 5% per annum.
4.7.2 Traffic Forecast

The project road is a major part of the Mawshynrut – Hahim (Meghalaya/Assam Border) Road.
It originates from Km 41.600of NH-127B near Riangdo and terminates at Meghalaya - Assam
border near Hahimi (Athiabari) in Meghalaya.
At present the major part of commercial as well as passenger traffic from West Khasi Hills
going towards Guwahati, follows NH-40 via Shilong, which is approximately 200 Kms from
district headquarter of West Khasi Hills (Nongstoin). However, the project road will serve as a
short route from West Khasi Hills to Assam (Boko) which is only 95 kms from Nongstoin. It also
serve as an alternative route to Guwahati (150Kms from Nongstoin), as Guwahati is the
nearest Air and Rail Head for State of Meghalaya.
Considering the above facts and ongoing up-gradation of NH-44E from Shilong to Tura, it is
assumed that the traffic scenario for the project road will change many folds and it will also
improve the connectivity between Meghalaya and Assam.
The Annual Average Daily Traffic (AADT) is projected using the growth rate mentioned in Table
4.13.
The Projected traffic considering Realistic Scenario for CTVC at Near Joypur village (Km
17+000) is given in the table from Table 4.13.
Table 4.13: Projected Traffic (Vehicles/day) for Joypur Village (Km 17+000)
Agriculture Tractor with
Animal / Hand Drawn

Agriculture Tractor
Car / Jeep / Van
Cycle Rickshaw
Auto Rickshaw
Two Wheeler
Standard Bus
Total Vehicle
Mini / RTVs
Total PCU
Vehicles
Others
Trailer
2-Axle
3-Axle
Cycle
MAV
Year
LCV
2020 223 9 166 8 3 54 96 16 3 0 8 0 0 0 0 586 770
2021 234 9 174 8 3 58 103 17 3 0 9 0 0 0 0 619 817
2022 246 10 183 9 3 61 108 18 3 0 9 0 0 0 0 650 858
2023 361 15 269 13 5 91 162 27 5 0 13 0 0 0 0 960 1275
2024 379 15 282 14 5 97 173 29 5 0 14 0 0 0 0 1014 1353
2025 398 16 297 14 5 104 185 31 6 0 15 0 0 0 0 1071 1437
2026 418 17 311 15 6 111 198 33 6 0 15 0 0 0 0 1131 1526
2027 439 18 327 16 6 119 212 35 7 0 16 0 0 0 0 1195 1620
2028 461 19 343 17 7 127 227 38 7 0 17 0 0 0 0 1262 1720
2029 484 20 361 17 7 136 242 40 8 0 18 0 0 0 0 1333 1827
2030 509 21 379 18 8 146 259 43 8 0 19 0 0 0 0 1409 1941
2031 534 22 397 19 8 156 278 46 9 0 20 0 0 0 0 1489 2061
2032 561 23 417 20 9 167 297 50 9 0 20 0 0 0 0 1573 2190
2033 589 24 438 21 9 179 318 53 10 0 22 0 0 0 0 1662 2326
2034 618 25 460 22 10 191 340 57 11 0 23 0 0 0 0 1757 2472
2035 649 26 483 23 11 205 364 61 11 0 24 0 0 0 0 1857 2626
Agriculture Tractor with
Animal / Hand Drawn

Agriculture Tractor
Car / Jeep / Van
Cycle Rickshaw
Auto Rickshaw
Two Wheeler
Standard Bus
Total Vehicle
Mini / RTVs
Total PCU
Vehicles
Others
Trailer
2-Axle
3-Axle
Cycle
MAV
Year
LCV
2036 681 28 507 24 11 219 389 65 12 0 25 0 0 0 0 1963 2791
2037 716 29 533 26 12 234 417 69 13 0 26 0 0 0 0 2075 2966
2038 751 30 559 27 13 251 446 74 14 0 27 0 0 0 0 2193 3153
2039 789 32 587 28 14 268 477 79 15 0 29 0 0 0 0 2319 3351
2040 828 33 617 30 15 287 510 85 16 0 30 0 0 0 0 2452 3561
2041 870 35 647 31 16 307 546 91 17 0 32 0 0 0 0 2592 3786
2042 913 37 680 33 17 329 584 97 18 0 33 0 0 0 0 2741 4024
2043 959 39 714 34 18 352 625 104 20 0 35 0 0 0 0 2899 4279
2044 1007 41 750 36 19 376 669 111 21 0 37 0 0 0 0 3066 4549
2045 1057 43 787 38 20 403 716 119 22 0 39 0 0 0 0 3243 4837
Chapter – 4 (Traffic Analysis & Forcast) Page 63
4.8 Capacity Analysis

Capacity and Design Service Volumes (DSV) specified in IRC-64-1990 vide Table No.4 for
capacity of different types of roads for level of Service (LOS B) , is reproduced as Table 4.14
below.
Table 4.14: Capacity of different types of roads
S.No. Terrain Curvature (Degree per Design Service

Kilometer) Volume in PCU/day
Low (0-50) 15,000
1 Plain
High (above 51) 12,500
Low (0-100) 11,000
2 Rolling
High ( above 101) 10,000
Low (0-200) 7,000
3 Hilly
High (above 201) 5,000
4.8.1 Assessment of Prevailing Capacity Level

In view of Table 4.14 (Capacity of different types of Roads for LOS B), the terrain of project
road is hilly in nature and from Table 4.13(Projected Traffic).
Chapter – 5 (Design Standards) 64
5 . 0 D E S I G N S TA N D A R D S
5.1 General
Geometric design of a road is the process whereby the layout of the road in specific terrain
is designed to meet the needs of the road users keeping in view the road function, type and
volume of traffic, potential traffic hazards and safety as well as convenience of the road
users. The principal geometrical features for fulfillment of this objective are- the horizontal
alignment, vertical alignment and road cross-section.
widening to Intermediate lane with earthen shoulders and improvement of about 37.7 km
length of state road stretch from Mawshynrut to Hahim (Athiabari) Meghalaya/ Assam
state Border in the West Khasi Hill District of State of Meghalaya to augment capacity of the
road, with enhanced safety features under North East Road Sector Department Scheme
(NERDS) in the state of Meghalaya.
The project road originates from Km 41+600 of NH-127B (i.e. Nongstoin –Tura Road) at a
junction near Riangdo (Mawshynrut) traverses through Nongprut Village, Thangtngaw
Village, Parohram Village, Umsopien Village, and terminates at Hahim (Athiabari ) at
Meghalaya / Assam Border.
The Consultants have referred to the latest IRC publications and MoRT&H circulars
regarding design standards. After careful review of all available data and requirements of
the project road the proposed Design Standards for adoption on the project road have been
recommended.
5.2 Terrain Classification

Terrain is classified by general slope of the country across the project highway alignment,
for which the criteria given in Table – 5.1 below have been followed. While classifying the
terrain, short isolated stretches of varying terrain were not taken into consideration.
Table 5.1: Basis of Terrain Classification
Percentage Cross Slope
Sl. No. Terrain Classification
of the Country
1. Plain 0-10
2. Rolling 10-25
3. Mountainous or Hilly 25-60
4. Steep Greater than 60
After evaluation of terrain of the project road in the basis of the criteria mentioned in Table
-5.1 above, it was found that the terrain for most of the project road is hilly.
5.2 Deisgn Speed

For geometric design of the road, design speed is used as primary index that links road
function, traffic flow and terrain to the design patterns of sight distance and curvature to
ensure that a driver is presented with a reasonable and consistent operating environment.
The design speed should correspond to general topography and adjacent land use. The
speed selected for design should also cater to travel needs and habits of nearly all the road
users. The present project road is of MDR category & normally designed for speed as per
details given in Table 5.2, however depending on site constraints at some places a lower
speed is adopted.
The design speed corresponding to the type of terrain as per IRC: 73-2018, design guidelines
are as follows:
Table 5.2: Design Speed Standards
Mountainous Terrain Steep Terrain
S.No Road Classification Design Speed (KMPH) Design Speed (KMPH)
Rulling Minimum Rulling Minimum
1 National Highway and
State Highway 50 40 40 30
2 Major District Roads 40 30 30 20

3 Other District Roads 30 25 25 20
4 Village Roads 20 20 20 20
Assuming a diverse mix of traffic on the project road and its importance, a ruling design
speed according to Serial no.1 of Table 5.2 is proposed to be adopted. Use of speed advisory
signs is proposed at locations such as sharp curves where design speed cannot be
maintained and a lower design speed up to 20-30 km/hr is adopted. These values are
considered logical from safety point of view for driving heavy commercial vehicles over
short distances.
5.3 Cross Sectional Elements
5.3.1 Carriageway Width
5.3.1.1 Adequate roadway width is the pre-requisite for accommodating the required number of
traffic lanes and for operational safety in respect of road structure and road function. The
proposed carriageway width of the project road is 5.5m.
5.3.2 Pavement Camber (Cross-fall)
5.3.2.1 IRC: 73-1980 recommends the following camber for various surface types:
Table 5.3: Provision for Cross fall

Surface Type Camber
High Type Bituminous Surfacing 1.7% - 2.0%
Thin Bituminous Surfacing 2.0% - 2.5%
Water Bound Macadam, Gravel 2.5% - 3.0%
Earth 3.0% - 4.0%
5.3.2.2 Though high type of bituminous surfacing is expected, considering mixed traffic conditions,
the Consultants propose to provide a camber of 2.5% for the main carriageway as well as
paved shoulders and 3.5% for the unpaved shoulder.
5.3.3 Right of Way

5.3.1.1 IRC: 73-2018 has specified following Right-of Way for different categories of roads:
Table 5.4: Provision for ROW
Plain and rolling terrain Mountainous Terrain

Road Open Built-up
S.No Open areas Built-up areas
Classification areas areas
Normal Range Normal Range Normal Normal
National & State
1 30 45-60 30 45-60 30 20
Highways
Major District
2 15 20-30 15 20-30 25 15
Roads
Considering the category of project road (MDR) in hilly terrain, the 18 m Right of way (ROW)
is proposed, however, it is learnt that present ROW of the project road is between 20 – 30
m, so requirement for further acquisition of land is not required.
5.3.4 Side Slopes

5.3.4.1 The slope of embankment is linked with its height. In accordance with the Manual
for Safety in Road Design (MORT&H publication), the following are proposed to be adopted:
Ht of embankment 4.5 m and above : 2 H : 1V with crash barriers

Ht of embankment 3 m to 4.5 m : 2.5 H : 1 V
Ht of embankment 1.5 m to 3 m : 3H:1V
Ht of embankment less than 1.5 m : 4H:1V
5.4 Horizontal Alignment
5.4.1 General
5.4.1.1 For balance in road design all geometrical elements should be determined for consistent
operation under the design speed. Therefore, a horizontal alignment should be as smooth
and consistent as possible with the surrounding topography.
5.4.2 Sight Distances

5.4.2.1 Visibility is an important requirement for the safety of travel on roads. For this, it is
necessary that sight distance of adequate length should be available in different situations
to permit drivers enough time and distance to control their vehicles so that there are no
unwarranted accidents.
5.4.2.2 Sight distance is a direct function of the design speed. Minimum stopping sight distance
must be provided as a safety requirement. On divided roads the design should correspond
at least to Stopping Sight Distance which is the clear distance ahead needed by a driver to
bring his vehicle to a stop before meeting a stationary object in his path. On undivided
carriageway as of two-lane road, the design should preferably correspond to overtaking
sight distance or at least intermediate sight distance.
5.4.2.3 Stopping Sight Distance is a sum of two distances; the distance traversed by the vehicle from
the instant the driver sights an object necessitating a stop to the instant the brakes are
applied and the distance required to stop the vehicle from the instant brake application
begins. These two distances are referred to as brake reaction distance and braking distance
respectively. Intermediate sight distance is two times the safe stopping sight distance.
Safe stopping distances corresponding to various design speeds are given below:
Table 5.5 : Sight Stopping Distance Criteria
Design Safe Stopping Sight Distance (m)
Speed Total
Perception & Brake Reaction Braking
(Km/h) Distance
20 14 4 18
25 18 6 24
30 21 9 30
40 28 17 45
50 35 27 62
60 42 39 81
It is desirable to design the road for more liberal values for operational convenience and
better appearance of the road. The Consultants propose to adopt following values:
Table 5.6 : Adopted Sight Distances
Design Speed Stopping Sight Intermediate Sight
(Km/h) Distance (m) Distance (m)
20 20 40
25 25 50
30 30 60
35 40 80
40 45 90
50 60 120
5.4.3 Horizontal Curve

5.4.3.1 The minimum horizontal radius is the limiting value of curvature for given design speed and
is determined from the maximum rate of super elevation and the maximum side friction
factor selected for design. As per the IRC: 73-1980 the minimum ruling radii of horizontal
curve for village roads corresponding to different terrain conditions are as follows:
Table 5.7: Standard Radii
Rolling Terrain Mountainous Terrain
S.No Classification of Road Ruling Absolute Ruling Absolute
minimum minimum minimum minimum
1 230 155 80 50
National & State Highways
2 Major District Roads 155 90 50 20
5.4.3.2 Absolute minimum and ruling minimum radii correspond to the minimum design speed and
the ruling design speed respectively.
5.4.3.3 On new roads, horizontal curves should be designed to have the largest practical radius
generally more than the above values corresponding to design speed. The Consultants
recommend providing higher radii for smooth curvatures to accommodate possibility of
higher speeds in future. This is because improvements in horizontal geometry are likely to
prove very costly if taken up in future. Hence the radii proposed are as follows which also
correspond to the maximum super-elevation values of 7%.
Table 5.8: Adopted Horizontal Radius
Design Speed (Km/h) Absolute minimum Radius
(m)
50 80
40 50
5.4.4 Transition (Spiral) Curves

5.4.4.1 The purpose of a transition (spiral) curve is to provide a smooth and aesthetically pleasing
transition and a natural driving section between a tangent and a circular curve. In addition,
the transition curves provide convenient and desirable arrangement for developing super-
elevation runoff.
5.4.4.2 The transition length curves shown in table 5.9 (as recommended by IRC: 48-1998).It is
proposed to adopt the same.
Table 5.9 : Minimum Transition length for different speeds and curve radii
Source: IRC 48-1998
5.4.5 Super-elevation
5.4.5.1 The IRC: 48-1998 design standards propose a maximum super-elevation rate of 7% & the
same is adopted for Project Road.
5.4.6 Widening at Curves

5.4.6.1 The IRC: 73-2018 design standards propose the widening at horizontal curves for radii
<300m for 2-lane carriageway pavements as given below:
Radius of Curve (m.) Upto 20 21-40 41-60 61-100 101-300 Above 301
Extra Width in Two lane 1.5 1.5 1.2 0.9 0.6 Nil
The project roads design limits horizontal curve radius to the absolute minimum and the
carriageway flanked by 1.0m earthen shoulder on either side is considered to compensate
the requirement of widening at curves.
5.5 Vertical Alignment
5.5.1 General
The vertical alignment should produce a smooth longitudinal profile consistent with
standard of the road and lay of the terrain. Where possible horizontal and vertical curvature
should be so combined that the safety and operational efficiency of the road is enhanced.
5.5.2 Vertical Curves

As per IRC: 73-1980 design standards, the minimum lengths of vertical curves are shown in
the Table 5.10 below:
Table 5.10 : Vertical Curves
Maximum Grade change

Design Speed Minimum length of
(Percent) not requiring a
(Km/h) vertical curve (meters)
vertical curve
Up to 35 1.5 15
40 1.2 20
50 1.0 30
At complex locations such as interchanges and major intersections the minimum lengths of
vertical curves should be designed for safe decision sight distance.
The length of a vertical curve should be calculated using the following equation:
L = K x A,
Where L = Length of vertical curve in meters;
K = Coefficient, a measure of the flatness of a vertical curve; and
A = Algebraic difference of grade lines (%)
5.5.3 Attainment of Super-elevation

The normal cambered section of the road is changed into super-elevated section in two
stages. First stage is the removal of adverse camber in outer carriageway. In the second
stage super-elevation is gradually built up over outer and inner carriageways so that the
required super-elevation is available at the beginning of the circular curve. Super-elevation
source attained by revolving pavement about the Centre-line.
The required super-elevation is to be developed over entire transition length. The rate of
drainage of super-elevation is 1 in 150 for plain/ rolling terrain and 1 in 60 for mountainous
sections. When cross drainage structures fall on a horizontal curve, their deck is to be super-
elevated in the same manner as of the pavement. Paved shoulders are to follow the super-
elevation pattern of main carriageway.
5.5.4 Standard for Intersections

The design standards for the at-grade junctions and interchange elements are proposed to
follow the provisions contained in IRC: SP 48-1998 & MOST Type design and IRC: 73-2018
suitably modified as per the guidelines given in Manual for Safety in Road Design.
5.6 Summary of Geometric Design Standards
Table 5.11: Design Standard
Proposed Standards
Mountainous Steep
1 Design speed
Ruling km/hr. 40 30
(b) Shoulder width
(c) Cross Slope
Extra Widening of
- 0.9
3 Horizontal curve
(a) Radius
4 Vertical curve
Chapter –6 (Improvement Proposal) 72
6.0 IMP ROVEMEN T PROPOSA L

6.1 General
This chapter addresses three important geometric design aspects: geometric design
standards for the project corridor, detailing of highway design elements, and
improvement proposals.
Geometric Design Standards: Geometric Standards form the basis of any design in a
particular project. The formulation of these design standards is done with the objective to
set standards/guidelines for designs, to avoid any inconsistency in design from one
section to the other, and to provide a desired level of service and safety. The Terms of
Reference for this project not only list a brief with regard to design requirement, but also
specify the codes on the basis of which designs are to be carried out.
Design Standards given in relevant IRC codes, guidelines and special publications, and
MORT&H circulars as applicable to the National Highways have been followed.
Highway Design Elements: With improvement proposals being finalized, and
categorization of elements for design standards complete, the various highway design
elements have been detailed.
Improvement Proposals: It is pertinent to discuss improvement proposals because these
need to address present conditions, account for the sustenance of desired Levels of
Service with respect to both capacity and pavement condition, and be achieved in a
phased manner so as to stagger investments. Based on existing road and traffic conditions
and traffic on the project corridor over the project duration, capacities have been
reassessed and improvement proposals have been worked out.
6.2 Design Standards
The design standards adopted for the study have been evolved on the basis of a study of
the existing standards and practices in the country keeping in view the standards
recommended by IRC. The standards so evolved are presented in Table-6.1.
Table: 6.1 Geometric Design Standards for the Project Corridor

Proposed Standards
Mountainous Steep
1 Design speed
Ruling km/hr. 40 30
(b) Shoulder width
(c) Cross Slope
Extra Widening of
- 0.9
3 Horizontal curve
(a) Radius
4 Vertical curve
6.3 Widening Scheme

From the topographical survey conducted and as per site condition, ten types of typical
cross-sections are proposed for the improvement of Existing single lane Road to
Intermediate lane Road with earthen shoulders. The details of typical cross-section are
given below in Table 6.2. The drawings of Typical Cross-Section have been presented in
Volume VI (Plan & Profile Drawings).
Table : 6.2 Typical Cross Section for the Project Corridor
Chainage (Km) Length

S. No. TCS Type Remarks
From From (Km)
1 00+000 00+200 200 TYPE VII Concentric Widening of Existing road to

Intermediate lane with lined Drain and Earthen
Shoulders Both Side
2 00+200 00+300 100 TYPE I Concentric Widening of Existing road to
Intermediate lane with one Side lined Drain
3 00+300 00+312 12 TYPE IV Concentric Widening of Existing road to
Intermediate lane with One Side lined Drain
and Breast Wall
5 00+700 01+020 320 TYPE VIII Concentric Widening of Existing road to
Intermediate lane with Earthen shoulders
6 01+020 01+031 11 Bridge Minor Bridge (Retained)
Shoulders Both Side
10 02+358 02+391 33 MNB Minor Bridge (Retained)
Shoulders Both Side
13 02+480 02+900 420 TYPE III Concentric Widening of Existing road to
Intermediate lane with one side Unlined Drain
14 02+900 03+168 268 TYPE II Concentric Widening of Existing road to
Intermediate lane with Both Side Unlined Drain
and Earthen Shoulder

From From (Km)

20 03+900 03+906 6 TYPE V Concentric Widening of Existing road to
Intermediate lane with Earthen Shoulders and
Breast wall
& Breast wall
& Breast wall
& Breast wall
30 05+050 05+058 8 TYPE VI Concentric Widening of Existing road to
Intermediate lane with Retaining Wall on one
side and unlined drain on other side

From From (Km)
35 05+800 05+816 15.5 TYPE V Concentric Widening of Existing road to

Intermediate lane with Earthen Shoulders and
Breast wall
36 05+816 05+900 84.5 TYPE VIII Concentric Widening of Existing road to
37 05+900 05+909 8.5 TYPE VI Concentric Widening of Existing road to
38 05+909 06+000 91.5 TYPE VIII Concentric Widening of Existing road to
& Breast wall
& Breast wall

From From (Km)

& Breast wall
61 12+400 12+407 6.5 TYPE IV Concentric Widening of Existing road to
& Breast wall
62 12+407 12+900 493.5 TYPE III Concentric Widening of Existing road to

From From (Km)

6.4 Geometric Improvement Design

The project corridor has been improved as per the improvement proposals detailed
below. Concentric widening is proposed throughout the road, except some places where
widening is done of one side of the road (Eccentric widening) for minor curve
improvement.
The horizontal alignment design has been done using “MX Road” as per the widening
scheme suggested on the base plans. The design standards corresponding to Table 6.1
have been adopted for the project corridor. Extensive field checks to verify the feasibility
of the proposed alignment have been carried out and suitable modifications to the
alignment have been done wherever considered essential to not only safeguard sensitive
elements, but also to avoid congested areas.
 Available ROW from the existing Center line
 Geometric improvements
 Built-up/ Urban areas requiring footpath
 Road-side properties
 Road-side utilities
6.5 Pavement Design

6.5.1 Introduction
The existing project road is single lane road and calls for up gradation to Intermediate lane
with earthen shoulders; emphasis has been given to rationalize rehabilitation to the
extent possible. The general design methodology has been based on the prevalent
practices used within India to devise suitable rehabilitation techniques to provide
effective treatment of the deficiencies of the existing pavement structure.
It is essential that the rehabilitation techniques utilized correct the existing deficiencies
and defects of the existing pavement structure.
6.5.2 Methodology of Design

The pavement has been designed using the Indian Road Congress “IRC: 37-
2018“Guidelines for the Design of Flexible Pavements”. As this method has been
developed in India to suit local conditions and the traffic composition, it is considered to
be the most appropriate.
6.5.3 Construction and Maintenance Standards
The pavements will be constructed using the latest revision of the Ministry of Road
Transport & Highways (MORTH) Specifications for Road and Bridge Works where
appropriate.
6.5.4 Design Traffic
In accordance with IRC: 37-2001, the design traffic loadings have been calculated in the
terms of cumulative number of standard axles using the following formulae:
N S  i 1  i 1 
DL n 
365  ADTi  1  ri 
DL

1  D  F
r
Where:
Ns Is the cumulative number of standard axles to be catered for in the design in terms of ESA.
ADTi Is the average daily traffic for vehicle category “i” in the initial year
ri Is the growth rate for the vehicle category “i”
DL Is the Design Life in years
D Is the Lane Distribution Factor
F Is the Vehicle Damage Factor
Average Daily Traffic
The initial year average daily classified commercial traffic volumes based on the traffic
volume counts of the classified traffic volume are shown in Table-6.3.
Table 6.3 : Estimates of AADT
Vehicle Type Near Mawiain

Village (Km 17.00)
Two Wheeler 223
Auto Rickshaw 9
Mini / RTVs Bus 8
Standard Bus 3
2-Axle 96
3-Axle 16
MAV 3
Agriculture Tractor with Trailer 8
Total Motorized Vehicles (Number) 585
Total Motorized Vehicles (PCU) 771
Note: Non-motorized vehicles not seen in the project corridor during the traffic survey.
Growth Rates for Traffic

The following growth rates are adopted for traffic forecasting of the project road. The
growth percentage is calculated by econometric method considering realistic scenario of
economy and presented in Chapter 4 of this report.
For predicting tractor (local traffic), a growth rate of 5% has been adopted as given in IRC:
102-1998. The traffic growth rate of Non-motorized vehicles is also assumed to be 3% per
annum to the year 2024 and, thereafter 1% per annum.
Lane Distribution and Directional Distribution Factor
The values adopted for these factors are those that are suggested by IRC: 37-2018. The
values used are given below:
 A directional distribution factor of 0.75 has been adopted.
Vehicle Damage Factor

The number of equivalent 8.2 ton standard axles for the different categories of commercial
vehicles has been based on the axle load surveys carried out. The VDF values obtained from
axle load survey are shown in Table-6.5.
Table 6.5: Vehicle Damage Factors
S. No Vehicle Type Km - 17.00 (Near

Joypur village)
1 LCV 1.56
2 Bus 1.25
3 2-axle Truck 3.20
4 3-Axle Truck 4.68
Calculation of Design Traffic Loadings

The above formula and assumptions were used to calculate the design traffic loadings for the
following sections of the project corridor where the traffic loadings are uniform.
Table 6.6: Design Traffic Loadings
Design Million Standard Axles

Year (MSA)
Joypur (Km 17.00)
2020 0.13
2023 0.37
2028 1.74
2033 3.66
2038 6.35
2043 10.13
6.5.5 Pavement Design Procedure

Pavement is the most significant component of a road and therefore its design strengths
must be assured to support the projected traffic loading throughout the design period.
The cost of the pavement represents largest proportion of the total construction cost.
Flexible pavements are designed to bend and rebound with sub-grade. The design
concept is to place sufficient layers of base and intermediate courses of pavement so as to
control the strains in the sub-grade so that no permanent deflection results. The flexible
pavements are usually referred as a layered structure comprising generally bituminous
surface like Bituminous Concrete (BC) and Dense Bituminous Macadam (DBM), Wet Mix
Macadam (WMM) base and Granular Sub-Base (GSB) course of finite thickness, resting on
sub grade of minimum thickness of 500 mm. The Base and Sub-base can be modified with
cement and it generally bituminous surface like Bituminous Concrete (BC) and Dense
Bituminous Macadam (DBM), Granular Crack relief interlayer or SAMI layer, Cement
Treated Base (CTB) and Cement treated Sub-base (CTSB) course of finite thickness, resting
on sub grade of minimum thickness of 500 mm.
The thickness design of these layers principally depends on the sub grade CBR and the
traffic loads or design traffic (MSA) that the pavement will carry during its design life.
Ideally, the flexible pavement is built to such a depth that stresses on any given layer will
not cause unwarranted rutting, fatigue, shoving, or other differential movements which
may result in an uneven wearing surface. The chief function of the surfacing course is to
provide a smooth wearing surface and resistance to traffic loads. However, the overlay
requirement will depend upon the structural and functional adequacy of each
homogeneous section.
Base courses are usually layers of aggregates that possess high resistance to deformation
in order to withstand the higher pressures imposed by wheel loads. High quality
processed aggregates are usually required, which also provide good internal drainage. Sub
bases are generally made up of locally available aggregates.
6.5.6 Design Parameters for Flexible Pavement

The methodology given in IRC: 37 2018 “Guidelines for the Design of Flexible Pavements”
is used for design of flexible pavement. It is an empirical method duly supported by
analytical approach based on the analysis of performance of existing pavements.
(a) Sub-Grade
The sub grade soil along the project generally consists of rock and sandy sand. For new
construction, the soil support value pertains to the strength of the sub grade in terms of
CBR. Based on observed CBR results of existing subgrade soil 6% CBR value is
recommended for the design of flexible pavement.
(b) Design Period
As per IRC: SP: 37-2018, the minimum design period is defined as 20 years for Flexible
Pavement.
(c) Base Year Traffic

The total traffic volumes selected for design were based on projection of CVPD for the
relevant design periods. The traffic survey was conducted at Km 17.00 of project road
base year traffic is shown in Table 6.3.
(d) Vehicle Damage Factor (VDF)

The Vehicle Damage Factor (VDF) is a multiplier to convert the number of commercial
vehicles of different axle loads and axle configuration to the number of standard axle
load repetitions. It is defined as equivalent number standard axles per commercial
vehicle. Vehicle Damage Factors (VDFs) were assessed for each of the vehicle types
mainly the commercial vehicle. Axle Load Survey was conducted and estimated VDF is
summarized in Table 6.5
(e) Cumulative Million Standard Axles

For the pavement design, the information is required with regard to the parameters such
as volume of traffic, pavement condition; borrow area soil characteristics and properties
of the existing subgrade. Growth rate of traffic is required to predict the traffic and axle
load spectrum is necessary to calculate the Vehicle Damage Factor (VDF) for the traffic in
terms of cumulative equivalent standard axle loads over design life. The design traffic is
considered in terms of the cumulative number of standard axles (in the lane carrying
maximum traffic) to be carried during the design life of the road. This is computed using
the following equation:
N (MSA) = 365x [(1+r) -1] x A x D x F x r
Where,
N = the cumulative number of standard axles to be catered for in the design in terms of
msa.
A = Initial traffic in the year of completion of construction in terms of the number of
commercial vehicles per day in each direction.
D = Lane distribution factor
F = Vehicle damage factor
n = Design life in years
r = Annual growth rate of commercial vehicles the traffic in the year of completion is
estimated using the following formula:
A = P (1+r) x Where,
P = Number of commercial vehicles as per last count.
x = Number of years between the last count and the year of completion.
In the present context, the MSA has been calculated for both the directions separately,
for directional traffic adopting VDF & traffic growth mentioned above. The Lane
Distribution Factor has been considered as 75%.
6.5.7 Resilient Modulus
The Resilient modulus is an important parameter for design and the performance of a
pavement. It is the measure of its elastic behavior determined from recoverable
deformation in the laboratory test. The default resilient modulus can be estimated from
generally acceptable correlations which are as follows:
MR (MPa) = 10* (CBR) for CBR up to 5
=17.6 * (CBR) 0.64 for CBR>5
MR = Resilient modulus of subgrade soil
6.5.8 Pavement Model
A flexible pavement is modelled as an elastic multilayer structure. Stresses and strains at

critical locations are computed using a linear layered elastic model. The Stress analysis
software IITPAVE has been used for the computation of stresses and strains in flexible
pavements. Tensile strain, ϵt at the bottom of the bituminous layer and the vertical
subgrade strain, ϵv on the top of the subgrade are conventionally considered as critical
parameters for pavement design to limit cracking and rutting in the bituminous layers and
non-bituminous layers respectively. The Figure 1 below shows the critical points at
pavement layers.
Figure 1 Critical points of pavement
6.5.9 Fatigue model
Due to repetition of load, tensile strain develops cracks at the bottom of the bituminous
layer which is a problem for the long term serviceability. The phenomenon is called
fatigue of the bituminous layer and the number of load repetitions in terms of standard
axles that cause fatigue denotes the fatigue life of the pavement. The equation for the
conventional bituminous mixes designed by Marshall Method is given below:
Nf = 1.6064 * 10-04 x [1/ꜫt]3.89 * [1/MR]0.854 (for 80 per cent reliability) .................1

Nf = .5161*C * 10-04 x [1/ꜫt]3.89 * [1/MR]0.854 (90 per cent reliability) .................2
Where
Va= per cent volume of air void in the mix used in the bottom bituminous layer
Vbe= per cent volume of effective bitumen in the mix used in the bottom bituminous
layer
Nf = Fatigue life of bituminous layer
εt = Maximum horizontal tensile strain at the bottom of the bituminous layer
MR = Resilient modulus of the bituminous layer

The Factor ‘C’ is an adjustment factor used to account for the effect of variation in the mix
volumetric parameters (effective binder volume and air void content) on the fatigue life of
bitumen mixes and was incorporated in the fatigue models to integrate the mix design
consideration in the fatigue performance model.
6.5.10 Rutting model
An average rut depth of 20mm or more, measured along the wheel path, is considered in
these guidelines as critical or failure rutting condition. The equivalent number of standard
axle load (80 KN) repetitions that can be served by the pavement before critical average
rut depth of 20mm or more occurs, are given below.
𝑁 = 4.1656 ∗ 10−08 ∗ [1/𝜀𝑣 ]4.5337 (80 per cent reliability) ...................3
𝑁 = 1.41 ∗ 10−08 ∗ [1/𝜀𝑣 ]4.5337 (90 per cent reliability) ................... 4
N= Subgrade rutting life (cumulative equivalent number of 80 kN standard axle loads that
can be served by the pavement before the critical rut depth of 20mm or more occurs)
εv = Vertical compressive strain at the top of subgrade calculated using linear elastic
layered theory by applying standard axle load at the surface of the selected pavement
system.
6.11 Pavement Composition
The Flexible pavement consists of different layers. The composition of flexible pavement
with WMM base and Granular Sub base is shown in Figure 3.2.
Figure 3.2 Composition of flexible pavement with WMM base and Granular Sub base
6.11.1 Unbound sub base Layer
The sub-base is composed of two layers, the lower layer forms the separation/ filter layer
to prevent intrusion of subgrade soil into the pavement and the upper GSB forms the
drainage layer to drain away any water that may enter through surface cracks. Poisson's
ratio of 0.35 is considered for the design. The Resilient modulus (M Rgsb) is calculated for
the pavement design by using the following equation:
MR_granular = 0.2*h0.45*MR subgrade.................................5
Where h= thickness of granular sub-base in mm
6.11.2 Unbound base Layer (Granular)
The base layer consists of wet mix macadam. The poison’s ratio of granular base layer is
considered as 0.35. The composite resilient modulus of the granular base and the base is
calculated from the below mentioned equation:
MR_granular = 0.2*h0.45*MR subgrade.................................6
Where h= thickness of granular sub-base and base in mm
6.11.3 Bituminous Layer
Bituminous layer is comprises of both Bituminous concrete and Dense bituminous

concrete. Since average temperature of the area is less than 35 degree Celsius the
Poisson’s ratio of bituminous layer is taken as 0.35 as per clause 11.5 of IRC:37-2018. The
resilient modulus for VG-10 grade bitumen is taken as 2000MPa.
6.12 Pavement Design

6.12.1 Pavement Analysis and Results for new construction
The pavement is designed for 10 MSA by using VG-10 with Granular sub-base with WMM
base for 20 years of design life with Effective CBR of 6.0%.
All required inputs are given in IITPAVE for the analysis and output of Design has been
checked with the allowable strains.
The parameters for the design of pavement are mentioned in Table 6.7 & 6.8 and the
output from IITPAVE is mentioned in Error! Reference source not found.2
Table 6.7: Design Standards
Particulars Details
Eff. CBR % 6
MSA to be designed for 10
Design Life (Years) 20
Reliability Adopted 80 %
Resilient Modulus (or) E- Subgrade 55.40
Particulars Details
WMM+Granular Subbase thickness(mm) 225+200
WMM+Granular Subbase Modulus (Mpa) 169
Poisson's ratio for all layers 0.35
Average Annual Pavement Temperature °C 25
Bitumen type VG-10
Resilient Modulus of Bituminous layer (Mpa) 2000
Bituminous Layer thickness (mm) 110
Ver. Strain(Ev) on subgrade in micro strain 325.3
Tan. Strain under BT(Et) in micro strain 504.2
Tyre pressure Mpa 0.56
Va 4.5
Vb 10.5
C 1.118
Achieved Traffic in MSA, Fatigue in bitumen 10
Achieved Traffic in MSA in Rutting 19
Figure 6.2: Output of IITPAVE
The Recommended Pavement Thicknesses

The recommended pavement thickness for Pavement – Effective CBR 6%) is given in
Table-6.8
Table 6.8: Recommended Pavement Thickness for New Pavement

Pavement Thickness
Pavement Composition
(in mm)
1. Bituminous Concrete (BC) 40 mm
2. Dense Bituminous Macadam (DBM) 70 mm
3. Wet Mix Macadam (WMM) 225 mm
4. Granular Sub-base (GSB) 200 mm
5. Subgrade 500 mm
Total 1035 mm
6.13 Widening of Bridges

The inventory of bridges reveals that, there is 5 nos. of Minor bridges exists along the
project road and all bridges are in fair condition and hence retained with minor repairs.
Details of improvement for bridges are enclosed at the end of this chapter as Table – 6.12
6.14 Widening of Culverts
A total of 309 culverts exist in the project road, out of which 300 culverts are pipe and 7
no’s are stone culverts and rest 2 is RCC slab type. Condition of all the existing culverts are
good, and out of 300 pipe culverts, 295 pipe culverts are being are being widened as
formation width of proposed road is 7.5m, Reconstruction of only five culverts are
proposed.
2 additional culverts are provided as per requirement of site condition.
The detailed improvement proposal for culverts is tabulated in Table – 6.13 (enclosed at
the end of this chapter).
6.15 Designs for Road side drainage
In the present project, it is recommended that in rural areas longitudinal lined drain
channel (U shaped) is constructed all along the roadway. This drain shall follow the
natural gradient of the road and shall discharge into the nearest Cross Drainage. In case of
urban sections, lined drains are recommended.
6.16 Design for Road markings, signs and other safety devices
Road furniture such as “W-Shaped” metal crash barrier, Traffic signs, Kilometer posts,
Hectometer stones, and ROW pillar etc. on the Project Highway provided as per IRC Codes
shall meet requirements of MORT&H Specifications. Where any item is not covered by it,
then its specification shall conform to BIS /AASHTO / ASTM /British Standards in that
order of precedence. Typical Road Marking and Traffic Sign drawings showing the layout
of road markings and traffic signs is presented in Volume VI (Drawings) of this submission.
6.17 Bus Bay and Truck Layby
No Bus Bay and Truck Layby are proposed along the project Road.
6.18 Junctions
There are two major junctions on the project road at Km. 0+000 & Km 37+646
respectively.
There are 13 minor junctions are present along the project road whose details are given in
Table 6.10 below:
Table 6.10: Minor Junctions Details
Junction Type Junction Type

S.No Ex. Chainage S.No Ex. Chainage
T Y T Y
1 0+731 Y 8 16+060 + +
2 0+872 T 9 20+968 Y
3 0+930 Y 10 21+043 T
4 0+965 Y 11 21+606 T
5 1+879 Y 12 22+706 T
6 7+715 Y 13 37+181 Y
7 11+068 Y
6.19 Retaining/Breast Walls

Retaining / Breast wall of different heights has been proposed at the following design
chainages. Standard drawings of Retaining / Breast wall are presented in Volume VI
(Miscellaneous Drawing) of this submission.
Table 6.11: Retaining/breast wall details
S.No Breast Chainage

Wall/Retaining Chainage Length Height
in m Width
Wall in m End in m in m
Start
1 Breast Wall 0+300 0+312 12.00 12.00 3.475
2 Breast Wall 3+900 3+906 6.00 10.00 2.975
3 Breast Wall 4+700 4+715 15.00 10.00 2.975
4 Breast Wall 4+900 4+906 6.00 15.00 4.725
5 Breast Wall 5+020 5+026 6.00 8.00 2.475

6 Retaining Wall 5+050 5+058 8.00 8.00 2.475
7 Retaining Wall 5+100 5+106 6.00 8.00 2.475
8 Breast Wall 5+800 5+815 15.50 6.00 1.975
S.No Breast Chainage

Wall/Retaining Chainage Length Height
in m Width
Wall in m End in m in m
Start
9 Retaining Wall
5+900 5+908.5 8.50 6.00 1.975
10 Retaining Wall
6+600 6+613 13.00 5.00 1.725
11 Retaining Wall
6+600 6+626 26.00 5.00 1.725
12 Breast Wall 10+100 10+114 14.00 6.00 1.975
13 Breast Wall 10+700 10+715 15.00 6.00 1.975
14 Breast Wall 12+320 12+327 7.00 10.00 2.975
15 Breast Wall 12+400 12+406.5 6.50 6.00 1.975
16 Retaining Wall
13+200 13+213 13.00 10.00 2.975
17 Retaining Wall
22+900 22+910 10 5 1.725
18 Retaining Wall
35+800 35+810 10 10 2.975
Note: Additional length Retaining Wall/ Breast Wall is given as per site requirement.
Maximum length of Retaining Wall/ Breast Wall is 229.50 m and 146.5 m
respectively
6.20 Requirement of Land
The current status of Project Road reveals that from Km 0+000 to Km 26+315 the existing ROW is
20 m which is sufficient for the improvement of existing single road to Intermediate lane. After
Km 26+315 to the end of the Project Road the existing ROW is 30 m which is sufficient for the
improvement of Project Road. Therefore no additional land require for improvement of this road.
Table 6.12: Bridge Improvement Proposals

EXISTING IMPROVEMENT PROPOSAL
Sr Name of Existing Proposed
Width of Condition Span
No. River /Nala Chainage Type Span Length Chainage Proposal Type
carriageway Arrangement
Stream 1+025 Rcc 1+025 Retained with
1 1X10.50 10.5 10.70 Fair
minor repairs
2 2X16.5 33 10.690 Fair - -
minor repairs
3 1X9 9 7.96 Fair
minor repairs
4 1X9 9 7.96 Fair
minor repairs
5 1X12 12 8.460 Fair - -
minor repairs
Table 6.13: Culvert Improvement Proposal

EXISTING NEW PROPOSALS
Span
Sl. Location Type of No. Of Arrangement Span Arrangement and
No. (km ) structures Span/Pipe Width of Type of Width of
and Total Proposal Total ventway (No.x
culvert (m) structures culvert (m)
ventway (No.x Length(mm)
Length(mm)
1 0+203 PIPE 1 1X1200 - Widening
Widening
2 0+302 PIPE 1 1X1200 -
Widening
3 0+443 PIPE 1 1X1200 -
Widening
4 0+522 PIPE 1 1X1200 -
Widening
5 0+607 PIPE 1 1X1200 -
Widening
6 0+675 PIPE 1 1X1200 -
Widening
7 0+725 PIPE 1 1X1200 -
Widening
8 0+768 PIPE 1 1X1200 -
Retained
9 0+810 RCC SLAB 1 600 8.85
Widening
10 0+829 PIPE 1 1X1200 -
Widening
11 0+999 PIPE 1 1X1200 -
Widening
12 1+050 PIPE 1 1X900 -
Widening
13 1+125 PIPE 1 1X1200 -
Widening
14 1+201 PIPE 1 1X1200 -

Span
Length(mm)
Widening
15 1+225 PIPE 1 1X1200 -
Widening
16 1+344 PIPE 1 1X1200 -
Widening
17 1+472 PIPE 1 1X1200 -
Widening
18 1+636 PIPE 1 1X1200 -
Widening
19 1+704 PIPE 1 1X1200 -
Widening
20 1+812 PIPE 1 1X1200 -
Retained
21 1+905 RCC SLAB 1 1.40 8.52
22 2+080 STONE 1 - - NEW BOX 1X3X3.0 8.500
Widening
23 2+134 PIPE 1 1X1200 -
Widening
24 2+200 PIPE 1 1X1200 -
Widening
25 2+441 PIPE 1 1X1200 -
Widening
26 2+573 PIPE 1 1X1200 -
Widening
27 2+666 PIPE 1 1X1200 -
Widening
28 2+738 PIPE 1 1X1200 -
Widening
29 2+800 PIPE 1 1X1800 -

Span
Length(mm)
Widening
30 3+047 PIPE 1 1X1200 -
Widening
31 3+068 PIPE 1 1X1200 -
Widening
32 3+124 PIPE 1 1X1200 -
Widening
33 3+175 PIPE 1 1X1200
Widening
34 3+335 PIPE 1 1X1200 -
35 3+370 STONE - - NEW BOX 1X3X3.0 8.500
Widening
36 3+475 PIPE 1 1X1200 -
Widening
37 3+523 PIPE 1 1X1200 -
Widening
38 3+618 PIPE 1 1X1200 -
Widening
39 3+680 PIPE 1 1X1200 -
Widening
40 3+775 PIPE 1 1X1200 -
Widening
41 3+859 PIPE 1 1X1200 -
Widening
42 3+917 PIPE 1 1X1200 -
Widening
43 3+945 PIPE 1 1X1200 -
Widening
44 4+023 PIPE 1 1X1500 -

Span
Length(mm)
Widening
45 4+334 PIPE 1 1X1500 -
Widening
46 4+422 PIPE 1 1X1500 -
47 4+483 STONE - NEW BOX 1X3X3.0 8.500
48 4+570 STONE - NEW BOX 1X3X3.0 8.500
Widening
49 4+796 PIPE 1 1X1500 -
Widening
50 4+835 PIPE 1 1X1500 -
Widening
51 4+960 PIPE 1 1X1500 -
Widening
52 5+023 PIPE 1 1X1500 -
Widening
53 5+153 PIPE 1 1X1500 -
Widening
54 5+248 PIPE 3 1X1500 -
Widening
55 5+356 PIPE 1 1X1500 -
56 5+420 PIPE 1 1X1500 - NEW BOX 1X3X3.0 8.500
Widening
57 5+477 PIPE 1 1X1500 -
Widening
58 5+512 PIPE 1 1X1500 -
Widening
59 5+617 PIPE 1 1X1500 -

Span
Length(mm)
Widening
60 5+760 PIPE 1 1X1500 -
Widening
61 5+838 PIPE 1 1X1500 -
Widening
62 6+052 PIPE 1 1X1500 -
Widening
63 6+113 PIPE 1 1X1500 -
Widening
64 6+265 PIPE 2 1X1500 -
Widening
65 6+273 PIPE 2 1X1500 -
Widening
66 6+336 PIPE 1 1X1500 -
Widening
67 6+359 PIPE 1 1X1500 -
Widening
68 6+617 PIPE 2 1X1500 -
Widening
69 6+661 PIPE 2 1X1500 -
Widening
70 6+711 PIPE 1 1X1500 -
Widening
71 6+780 PIPE 1 1X1500 -
72 6+890 PIPE 1 1X1500 - NEW BOX 1X3X3.0 8.500
Widening
73 6+980 PIPE 2 1X1500 -
Widening
74 7+091 PIPE 1 1X1500 -

Span
Length(mm)
Widening
75 7+145 PIPE 1 1X1500 -
Widening
76 7+318 PIPE 1 1X1500 -
Widening
77 7+410 PIPE 1 1X1500 -
Widening
78 7+508 PIPE 2 1X1200 -
Widening
79 7+625 PIPE 1 1X1200 -
Widening
80 7+775 PIPE 1 1X1200 -
Widening
81 7+915 PIPE 2 1X1200 -
Widening
82 7+997 PIPE 2 1X1500 -
Widening
83 8+308 PIPE 1 1X1500 -
Widening
84 8+342 PIPE 1 1X1500 -
Widening
85 8+485 PIPE 1 1X1200 -
Widening
86 8+560 PIPE 1 1X1500 -
Widening
87 8+717 PIPE 1 1X1200 -
Widening
88 8+868 PIPE 1 1X1200 -
Retained
89 9+276 STONE 1 0.60 -

Span
Length(mm)
Widening
90 9+392 PIPE 1 1X1200 -
Widening
91 9+591 PIPE 1 1X1200 -
Widening
92 9+914 PIPE 1 1X1200 -
Widening
93 10+000 PIPE 1 1X1500 -
Widening
94 10+035 PIPE 1 1X1200 -
Widening
95 10+076 PIPE 1 1X1200 -
Widening
96 10+237 PIPE 1 1X1500 -
Widening
97 10+563 PIPE 1 1X1200 -
Widening
98 10+711 PIPE 1 1X1200 -
Widening
99 10+875 PIPE 1 1X900 -
Widening
100 11+076 PIPE 1 1X1200 -
Widening
101 11+260 PIPE 1 1X1200 -
Widening
102 11+360 PIPE 1 1X1200 -
Widening
103 11+496 PIPE 1 1X1200 -
Widening
104 11+730 PIPE 1 1X1200 -

Span
Length(mm)
105 11+978 STONE 1 1.024 NEW BOX 1X3X3.0 8.500
Widening
106 12+031 PIPE 1 1X1200 -
Widening
107 12+125 PIPE 1 1X1500 -
Widening
108 12+126 PIPE 1 1X1200 -
Widening
109 12+167 PIPE 1 1X1200 -
Widening
110 12+380 PIPE 1 1X1200 -
Widening
111 12+420 PIPE 1 1X1200 -
Widening
112 12+549 PIPE 1 1X1200 -
Widening
113 12+722 PIPE 1 1X1200 -
Widening
114 12+876 PIPE 1 1X1500 -
Widening
115 12+927 PIPE 1 1X1500 -
116 13+000 Additional Culvert NEW BOX 1X3X3.0 8.500
Widening
117 13+152 PIPE 1 1X1200 -
Widening
118 13+304 PIPE 1 1X1200 -
Widening
119 13+425 PIPE 1 1X1200 -

Span
Length(mm)
Widening
119 13+560 PIPE 1 1X1500 -
Widening
120 13+664 PIPE 1 1X1500 -
Widening
121 13+793 PIPE 1 1X1500 -
122 13+857 STONE 2.686 9.26 NEW BOX 1X3X3.0 8.500
Widening
123 13+933 PIPE 1 1X1500 -
Widening
124 13+970 PIPE 1 1X1500 -
Widening
125 14+026 PIPE 1 1X1200 -
Widening
126 14+269 PIPE 1 1X1500 -
Widening
127 14+405 PIPE 1 1X1500 -
Widening
128 14+588 PIPE 1 1X1500 -
Widening
129 14+663 PIPE 1 1X1500 -
Widening
130 14+840 PIPE 1 1X1200 -
Widening
131 15+046 PIPE 1 1X1500 -
Widening
132 15+260 PIPE 1 1X1500 -
Widening
133 15+688 PIPE 1 1X1500 -

Span
Length(mm)
Widening
134 15+958 PIPE 1 1X1500 -
Widening
135 16+028 PIPE 1 1X1500 -
Widening
136 16+079 PIPE 1 1X1500 -
Widening
137 16+651 PIPE 1 1X1500 -
138 16+844 PIPE 1 1X1500 - NEW BOX 1X3X3.0 8.500
Widening
139 17+295 PIPE 1 1X1500 -
Widening
140 17+390 PIPE 1 1X1200 -
Widening
141 17+451 PIPE 1 1X1500 -
Widening
142 17+625 PIPE 1 1X1500 -
Widening
143 17+747 PIPE 1 1X1200 -
Widening
144 17+880 PIPE 1 1X1500 -
Widening
145 17+980 PIPE 1 1X1200 -
Widening
146 18+135 PIPE 1 1X1200 -
Widening
147 18+198 PIPE 1 1X1200 -
Widening
148 18+272 PIPE 1 1X1200 -

Span
Length(mm)
Widening
149 18+328 PIPE 1 1X1200 -
Widening
150 18+453 PIPE 1 1X1500 -
Widening
151 18+589 PIPE 1 1X1500 -
Widening
152 18+710 PIPE 1 1X1500 -
Widening
153 18+815 PIPE 1 1X1200 -
Widening
154 18+886 PIPE 1 1X1200 -
Widening
155 19+045 PIPE 1 1X1500 -
Widening
156 19+403 PIPE 1 1X1200 -
Widening
157 19+548 PIPE 1 1X1200 -
Widening
158 19+614 PIPE 1 1X1500 -
Widening
159 19+673 PIPE 1 1X1500 -
Widening
160 19+717 PIPE 1 1X1500 -
Widening
161 19+767 PIPE 1 1X1200 -
Widening
162 19+968 PIPE 1 1X1500 -
Widening
163 20+089 PIPE 1 1X1500 -

Span
Length(mm)
Widening
164 20+262 PIPE 1 1X1500 -
Widening
165 20+305 PIPE 1 1X1500 -
Widening
166 20+566 PIPE 1 1X1500 -
Widening
167 20+740 PIPE 1 1X1500 -
Widening
168 20+840 PIPE 1 1X1200 -
Widening
169 21+062 PIPE 1 1X1200 -
Widening
170 21+140 PIPE 1 1X1200 -
Widening
171 21+205 PIPE 1 1X1500 -
Widening
172 21+293 PIPE 1 1X1200 -
Widening
173 21+607 PIPE 1 1X1500 -
Widening
174 21+807 PIPE 1 1X1500 -
Widening
175 21+918 PIPE 1 1X1500 -
Widening
176 21+977 PIPE 1 1X1500 -
Widening
177 22+016 PIPE 1 1X1500 -
Widening
178 22+195 PIPE 1 1X1200 -

Span
Length(mm)
Widening
179 22+286 PIPE 1 1X1200 -
Widening
180 22+510 PIPE 1 1X1500 -
Widening
181 22+719 PIPE 1 1X1500 -
Widening
182 22+847 PIPE 1 1X1500 -
Widening
183 22+877 PIPE 1 1X1200 -
Widening
184 22+947 PIPE 1 1X1200 -
Widening
185 23+151 PIPE 1 1X1200 -
Widening
186 23+267 PIPE 1 1X1200 -
Widening
187 23+321 PIPE 1 1X1200 -
Widening
188 23+625 PIPE 1 1X1500 -
Widening
189 23+763 PIPE 1 1X1200 -
Widening
190 23+780 PIPE 1 1X1200 -
Widening
191 23+852 PIPE 1 1X1200 -
Widening
193 23+952 PIPE 1 1X1200 -
194 13+000 Additional Culvert NEW BOX 1X3X3.0 8.500

Span
Length(mm)
Widening
195 24+119 PIPE 1 1X1500 -
Widening
196 24+150 PIPE 1 1X1500 -
Widening
197 24+199 PIPE 1 1X1500 -
Widening
198 24+221 PIPE 1 1X1200 -
Widening
199 24+286 PIPE 1 1X1500 -
Widening
200 24+358 PIPE 1 1X1200 -
Widening
201 24+483 PIPE 1 1X1200 -
Widening
202 24+590 PIPE 1 1X1500 -
203 24+745 PIPE 1 1X1500 - NEW BOX 1X3X3.0 8.500
Widening
204 24+817 PIPE 1 1X1200 -
Widening
205 25+023 PIPE 1 1X1200 -
Widening
206 25+108 PIPE 1 1X1500 -
Widening
207 25+200 PIPE 1 1X1500 -
Widening
208 25+305 PIPE 1 1X1500 -
Widening
209 25+543 PIPE 1 1X1500 -

Span
Length(mm)
Widening
210 25+730 PIPE 2 1X1500 -
Widening
211 25+770 PIPE 1 1X1500 -
Widening
212 25+841 PIPE 1 1X1500 -
Widening
213 26+038 PIPE 1 1X1500 -
Widening
214 26+100 PIPE 1 1X1500 -
Widening
215 26+158 PIPE 1 1X1200 -
Widening
216 26+295 PIPE 1 1X1200 -
Widening
217 26+400 PIPE 1 1X1500 -
Widening
218 26+555 PIPE 1 1X1200 -
Widening
219 26+610 PIPE 1 1X1500 -
Widening
220 26+698 PIPE 1 1X1500 -
Widening
221 26+897 PIPE 1 1X1200 -
Widening
222 27+020 PIPE 1 1X1200 -
Widening
223 27+067 PIPE 1 1X1200 -
Widening
224 27+144 PIPE 1 1X1200

Span
Length(mm)
Widening
225 27+290 PIPE 1 1X1200 -
Widening
226 27+426 PIPE 1 1X1500 -
Widening
227 27+479 PIPE 1 1X1200 -
Widening
228 27+595 PIPE 1 1X1500 -
Widening
229 27+831 PIPE 1 1X1500 -
Widening
230 27+947 PIPE 1 1X1500 -
Widening
231 28+090 PIPE 1 1X1500 -
Widening
232 28+182 PIPE 1 1X1500 -
Widening
233 28+279 PIPE 1 1X1200 -
Widening
234 28+300 PIPE 1 1X1500 -
Widening
235 28+425 PIPE 1 1X1500 -
Widening
236 28+598 PIPE 1 1X900 -
Widening
237 28+691 PIPE 1 1X1500 -
Widening
238 28+790 PIPE 1 1X1500 -
Widening
239 28+997 PIPE 1 1X1500 -

Span
Length(mm)
Widening
240 29+070 PIPE 1 1X1500 -
Widening
241 29+120 PIPE 1 1X1500 -
Widening
242 29+225 PIPE 1 1X1200 -
Widening
243 29+297 PIPE 1 1X1200 -
Widening
244 29+413 PIPE 1 1X900 -
Widening
245 29+522 PIPE 1 1X1200 -
Widening
246 29+577 PIPE 1 1X1500 -
Widening
247 29+683 PIPE 1 1X1200 -
Widening
248 29+785 PIPE 1 1X1500 -
Widening
249 29+968 PIPE 1 1X1200 -
Widening
250 30+140 PIPE 1 1X1500 -
Widening
251 30+184 PIPE 1 1X1200 -
Widening
252 30+230 PIPE 1 1X900 -
Widening
253 30+296 PIPE 1 1X1200 -
Widening
254 30+468 PIPE 1 1X1200 -

Span
Length(mm)
Widening
255 30+816 PIPE 1 1X1200 -
Widening
256 31+230 PIPE 1 1X900 -
Widening
257 31+335 PIPE 1 1X1500 -
Widening
258 31+648 PIPE 1 1X1200 -
Widening
259 31+760 PIPE 1 1X1500 -
Widening
260 31+830 PIPE 1 1X1200 -
Widening
261 32+277 PIPE 1 1X1200 -
Widening
262 32+312 PIPE 1 1X1200 -
Widening
263 32+460 PIPE 1 1X1500 -
Widening
264 32+550 PIPE 1 1X1500 -
Widening
265 32+642 PIPE 1 1X1500 -
Widening
266 32+698 PIPE 1 1X1500 -
Widening
267 32+809 PIPE 1 1X1500 -
Widening
268 32+885 PIPE 1 1X1500 -
Widening
269 33+018 PIPE 1 1X1500 -

Span
Length(mm)
Widening
270 33+045 PIPE 1 1X1200 -
Widening
271 33+128 PIPE 1 1X1200 -
Widening
272 33+255 PIPE 1 1X1500 -
Widening
273 33+353 PIPE 1 1X1500 -
Widening
274 33+405 PIPE 1 1X1500 -
Widening
275 33+485 PIPE 1 1X1500 -
Widening
276 33+602 PIPE 1 1X1500 -
Widening
277 33+353 PIPE 1 1X1500 -
Widening
278 33+743 PIPE 1 1X1500 -
Widening
279 33+842 PIPE 1 1X1500 -
Widening
280 33+940 PIPE 1 1X1500 -
Widening
281 33+989 PIPE 1 1X1200 -
Widening
282 34+155 PIPE 1 1X1200 -
Widening
283 34+211 PIPE 1 1X1500 -
Widening
284 34+348 PIPE 1 1X1500 -

Span
Length(mm)
Widening
285 34+431 PIPE 1 1X1500 -
Widening
286 34+570 PIPE 1 1X1500 -
Widening
287 34+668 PIPE 1 1X1500 -
Widening
288 34+747 PIPE 1 1X1500 -
Widening
289 34+865 PIPE 1 1X1500 -
Widening
290 35+015 PIPE 1 1X1200 -
Widening
291 35+156 PIPE 1 1X1200 -
Widening
292 35+199 PIPE 1 1X1500 -
Widening
293 35+235 PIPE 1 1X1200 -
Widening
294 35+415 PIPE 1 1X1200 -
Widening
295 35+530 PIPE 1 1X1500 -
Widening
296 35+578 PIPE 1 1X1500 -
Widening
297 35+659 PIPE 1 1X1500 -
Widening
298 35+789 PIPE 1 1X1200 -
Widening
299 35+882 PIPE 1 1X1500 -

Span
Length(mm)
Widening
300 35+962 PIPE 1 1X1500 -
Widening
301 36+087 PIPE 1 1X1200 -
Widening
302 36+140 PIPE 1 1X1500 -
Widening
303 36+292 PIPE 1 1X1200 -
Widening
304 36+345 PIPE 1 1X1200 -
Widening
305 36+416 PIPE 1 1X1200 -
Widening
306 36+707 PIPE 1 1X1200 -
Widening
307 36+908 PIPE 1 1X1500 -
Widening
308 36+974 PIPE 1 1X1200 -
Widening
309 37+221 PIPE 1 1X1200 -
Widening
310 37+442 PIPE 1 1X1500 -
Widening
311 37+493 PIPE 1 1X1500 -
Chapter – 7 (Project Cost) Page 113
7 PROJECT COST
7.1 Introduction and Assumptions
The cost estimate has been prepared based as per current Schedule of Rate for Road
and Bridge Works under P.W.D.(Roads) NH-Circle Meghalaya, Shillong for the Year
2019-2020 (8th Revision). Bitumen rates from Guwahati, Steel and Cement are taken
from Shillong. All rates are inclusive of the carriage and Haulage.
The project costs have been estimated for design improvements for various sections.
Quantities of different work items have been worked out considering the typical
cross sections, proposed improvement, road alignment and widening proposals as
recommended.
7.2 Adoption of Unit rates
Based on rate analysis
The Analysis of Rate for the Project is based as per current Schedule of Rate for Road
and Bridge Works under P.W.D.(Roads) NH-Circle Meghalaya ,Shillong for the Year
2019-2020 (8th Revision). The rate for carriage of construction materials have been
also adopted from same.
The labor rate has been taken in the analysis of rates as per schedule of rates (8th
Revision) of P.W.D. (Roads) NH-Circle Meghalaya, Shillong for the Year 2019-2020
The basic rate of construction materials such Stone Aggregates, Bricks, Sand, Hume
pipes etc., have been adopted as per schedule of rates (8th Revision) P.W.D. (Roads)
NH-Circle Meghalaya, Shillong for the Year 2019-2020
The items of work in the schedule of rate have been adopted and contained in the
Data Book format. The specification for Road and Bridge works, fifth revision has
been adopted in the schedule of rates Based on market rates.
The Market Rate has been taken for the manufactured items such as Steel, cement,
bitumen, emulsions etc.
Comparison of the two rates and recommendations
On comparison of the two rates for manufactured items such as Steel, cement,
bitumen, emulsions etc. it was recommended that market rate for these items may
be considered in the cost estimate. The Analysis of Rate is enclosed in Volume-III
(Cost estimates & Rate Analysis) of present submission.
7.3 Bill of Quantities for Civil Works

The quantities of the following major items of work were considered for preliminary
cost estimation:
1. Site Clearance
2. Earth Work
3. Sub-base and Base Courses
4. Bituminous Works
5. New Culverts
6. Widening of Culverts
7. Retro-fitting of Bridges
8. Road Junctions
9. Side Drains
10. Protection Work
11. Traffic Signs, Markings & Road Appurtenances (Project Facilities)
Cost estimation has been done based on the broad concept widening and
reconstruction scheme adopted for the existing pavement at this stage.
The Bill of Quantities cum calculation of quantities and Cost is given in Volume-4.
7.4 Costing for Safety Devices

Provisions for road safety measures, bus stops, road signs, markings and road
appurtenances have been assessed as per safety requirement. Cost of Road Safety
Devices has also been included in the estimate.
7.5 Summary of Cost Estimate
Bill Item Price

Description Item Price (Rupees)
No. (Cr.)
1 Site Clearance 28,33,536.38 0.28
2 Earthworks 62,95,875.00 0.63
3 Sub-base and Base Courses 32,95,82,320.52 32.96
4 Bituminous Works 25,41,26,486.90 25.41
5 New Culverts 4,19,05,305.54 4.19
6 Widening of Culverts 14,65,23,051.03 14.65
7 Retro-fitting of Bridges 1,34,74,292.04 1.35

Road Safety Measures (New Wall &
8 4,07,01,256.71 4.07
Breast Wall)
9 Road Junctions 72,64,117.77 0.73
10 Drainage and Protection Works 8,61,04,591.61 8.61

Traffic Signs, Markings & Road
11 56,42,479.10 0.56
Appurtenances
TOTAL OF CONSTRUCTION COST (A) 93,44,53,312.58 93.45
COST PER KM (IN CRORE = 2.48 2.48
SUB TOTAL = (B) 93,44,53,312.58 93.45
MAINTENANCE COST @ 1.5% ON A = (C) 1,40,16,799.69 1.40
TOTAL: D = (B+C) 94,84,70,112.27 94.85
Quality Control @ 1% ON D = (E) 94,84,701.12 0.95
CONTINGENCIES @ 3.0% ON A = (F) 2,83,78,225.76 2.84
COS T OF DPR PREPRATION (G) 1,12,93,800.00 1.13
TOTAL ESTIMATED COST H = (D+E+F+G) 99,76,26,839.15 99.76

Say 99,76,26,839.00 99.76
COST PER KM (in Crores) 2.65 2.65

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Consultancy Services for Detailed Engineering &

Preparation of Detailed Project Report for Up-gradation

DETAILED PROJECT REPORT (DPR)

L&W INFRASTRUCTURES PVT. LTD

1.0 INTRODUCTION ............................................................................................................................................. 9

4.0 TRAFFIC ANALYSIS & DEMAND FORECAST ................................................................................................. 446

4.6.4 HOURLY DISTRIBUTION AND DIRECTIONAL DISTRIBUTION OF TRAFFIC ............................................................................49

7.0 PROJECT COST ....................................................................................................................................... 11308

0.0 EXECUTIVE SUMMARY

The Public Work Department (Roads), Government of Meghalaya, intend to undertake

Vehicle Type Near Mawiain

0.5 Design Standards

0.6 Improvement Proposals

Table-0.3 Type of Cross-Section

S.No. TCS Type Description Length

Concentric Widening of Existing road to Intermediate

Concentric Widening of Existing road to Intermediate

Concentric Widening of Existing road to Intermediate

Concentric Widening of Existing road to Intermediate

Detailed widening scheme is attached at the end of chapter 6.

Table-0.4 Summery of Project Cost

1 Site Clearance 28,33,536.38 0.28

2 Earthworks 62,95,875.00 0.63

3 Sub-base and Base Courses 32,95,82,320.52 32.96

4 Bituminous Works 25,41,26,486.90 25.41

5 New Culverts 4,19,05,305.54 4.19

6 Widening of Culverts 14,65,23,051.03 14.65

7 Retro-fitting of Bridges 1,34,74,292.04 1.35

10 Drainage and Protection Works 8,61,04,591.61 8.61

COST PER KM (IN CRORE = 2.48 2.48

SUB TOTAL = (B) 93,44,53,312.58 93.45

MAINTENANCE COST @ 1.5% ON A = (C) 1,40,16,799.69 1.40

TOTAL: D = (B+C) 94,84,70,112.27 94.85

Quality Control @ 1% ON D = (E) 94,84,701.12 0.95

CONTINGENCIES @ 3.0% ON A = (F) 2,83,78,225.76 2.84

COS T OF DPR PREPRATION (G) 1,12,93,800.00 1.13

TOTAL ESTIMATED COST H = (D+E+F+G) 99,76,26,839.15 99.76

1.4 Scope of Services

The scope of the consultancy services is to:

2. 0 SOCIO ECONOMIC P RO FILE OF PROJ EC T A FFEC TED AREA

2.2 Socio-Economic Profile of Project Influence District

2.8 Natural Resources

3.2 Inventory and Condition Survey of Road and Pavement

 Longitudinal points for cross roads and cross-sections where necessary

3.4 Pavement Composition

Pavement Condition at Km 2.00 Pavement Condition at Km 9.00

Pavement Condition at Km 14.00 Pavement Condition at Km 28.00

3.5 Subgrade Investigation

a) In-situ Moisture Content

Grain Size Analysis IS:2720 (Part-IV)

3.6 Material Investigation

3.6.3 Sampling of Various types of Materials

 Coating and Stripping of Bitumen-Aggregate Mixture (without using anti-

VDFk is equivalent Single Axle load factor

LE is Axle Load Equivalency exponent

AXLj is load on axle, j

Table-3.6: Vehicle damage factor for Different types of Vehicles